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FREIGHT CLASSIFICATION 


■ 

ONE OF A BEB1ES OF TEXTS ON TRAFFIC MANAGEMENT 


ROBERT W. FY FK 

Commerce Counsel 

Western Classification Con : it tee 


m 


LaSalle Extension University 
CHICAGO 


* . 10 212 (R-3) 





























FREIGHT 


GLASSIFICATION 


. .*> 

J 

BY V 

ROBERT W.^YFE 

Commerce Counsel 



Western Classification Committee 


LaSalle Extension University 
CHICAGO 
1923 


(2-153) 





tu*/' '■ 

Copyright, 1921, 1922, 1923 
All Rights Reserved in All Countries 
LaSalle Extension University 
Printed in the U.S.A. 


4 ' : 


HAY “1 *23 ' 

©C1A707096 c 


CONTENTS 


Preliminary Survey 


vii 


Part I 
Chapter I 

The Classification of Freight. 1 

Classification of Freight. What Is Classification? Purpose 
of Classification. Freight Classification and Class Rate Tariff 
Schedules. Function and Responsibility of Railways. Regu¬ 
lation of Common Carriers. Duty of Carriers to Classify 
Freight. The' Gist of the Chapter. Quiz Questions. 


Chapter II 

The Elements of Classification. 13 

Cost of Service. Value of Service. Value of Property. 
Bulk and Weight. Risk and Liability to Damage. Packing. 

The Gist of the Chapter. Quiz Questions. 


Chapter III 

The Elements of Classification ( Continued ). 29 

Competition. Raw Material vs. Finished Products.* Volume 
of Traffic. Carload and Less-than-Carload Ratings. What 
Entitles a Commodity to a Carload Rating? Minimum 
Weights Applicable to Carload Shipments. Different Mini¬ 
mum Weights. The Gist of the Chapter. Quiz Questions. 


Chapter IV 

The Elements of Classification ( Concluded ).43 

Related Subjects. Spread between Carload and Less-than- 
Carload Ratings. Any-Quantity Ratings. Trainload Lots. 

The Gist of the Chapter. Quiz Questions. 

ui 







CONTENTS 


Chapter V 

Evolution of Classification Schedules. 48 

Multiplicity of Early Issues. Movement toward Fewer and 
Simpler Classifications. Efforts to Secure Uniformity in 
Classification. Delay in Securing Uniformity. Efforts 
toward Uniformity Resumed. The Consolidated Freight 
Classification. The Gist of the Chapter. Quiz Questions. 


Chapter YI 

Freight Classifications and Their Application.57 

Boundaries of Classification Territories. Application of 
Classifications. Published Thru Rates vs. Combination 
Rates. Official Classification. Southern Classification. 
Western Classification. Intra-State Classifications. Foreign 
Classifications. Canadian Classification. Mexican Classifi¬ 
cation. Formulating and Establishing Interstate Classifi¬ 
cations. Classification Committees. How to Secure Addi¬ 
tions to or Changes in Classification. The Gist of the 
Chapter. Quiz Questions. 


Chapter VII 

Contents, Arrangement, and Interpretation of 

Freight Classifications. 7b 

Consolidated Freight Classification. Contents and Arrange¬ 
ments. Interpretation of the Classification. Body of the 
Classification. Items. Articles. Articles Not Otherwise 
Indexed by Name. General Headings. Definitions and 
Descriptions. Packing Requirements. Mixed Carloads. 
Ratings. Classes. Standard Classes Applying in Classifi¬ 
cation Territories. Official Classification. Rule 25, Rule 26. 
Southern Classification. Western Classification. Ratings 
and Rates. Illustrative Rate Scales. Multiple Classes. 
Spread between Different Rates in the Same Scale. Articles 
Subject to Different Designations. Articles Known by Their 
Trade Names. The Gist of the Chapter. Quiz Questions. 


IV 





CONTENTS 


Chapter VIII 

How To Use a Freight Classification. 92 

Some Practical Examples. Classification Relationships The 
Gist of the Chapter. Quiz Questions. 


Chapter IX 

Classification Exceptions.100 

Necessity for Exceptions. An “Exception.” How Exceptions 
Are Published. Comparison of Classification and Exception 
Items. In Official Classification Territory. In Southern 
Classification Territory. In Western Classification Territory. 
What an Exception or Special Provision May Cover. Appli¬ 
cation of Exceptions and Rules Circular. Territorial Ex¬ 
ceptions. Exceptions to Official Classification. Exceptions to 
Southern Classification. Exceptions to Western Classifica¬ 
tion. Classification Exceptions Summary. The Gist of the 
Chapter. Quiz Questions. 


Part II 
Chapter X 

The Interpretation of Classification Rules.123 

Detailed Interpretation of All the Freight Classification 
Rules by Sections and Paragraphs. Typical Examples 
Illustrating Their Practical Application to Actual Business 
Conditions. A Thoro Explanation of How to Apply the 
Various Paragraphs and Sections of Each Rule. 


Index to Part I 
Index to Part II 


235 

239 










FREIGHT CLASSIFICATION 
A Preliminary Survey 

The study of freight classification is one of the founda¬ 
tion studies of the traffic field. In many of the later 
volumes of this course it will be found, either that the 
subjects treated are based in part on freight classifica¬ 
tion, or that a thoro knowledge of the subjects presup¬ 
poses an understanding of the basic subject treated 
in this volume. 

A careful study of the matter here presented is there¬ 
fore highly important in traffic training. The experienced 
reader, on picking up a book for the first time, has the 
same questioning attitude toward it as has the sports¬ 
man toward the new rifle which he is examining. 

“How efficient is it?” he will ask. “How valuable 
will I find it when I start putting it to practical use?” 

The reader has the right to ask the same questions 
about the present volume. These paragraphs will 
attempt to answer them. 

While the wdiole subject of freight classification 
treated in this volume has been taken directly from actual 
experiences in the traffic field, and while, necessarily, 
it introduces many complex situations and much techni¬ 
cal phraseology, yet it has been prepared with the be¬ 
ginner definitely in mind. 

Consequently, anyone who will give serious thought to 
this volume may be assured that, on finishing it, he will 
find himself possessed of a comprehensive outlook on the 
subject which will aid him notably in his further traffic 
studies. A volume can do more for a reader, however, 
than merely convey information, no matter how efficiently 
that information is given, for it can also aid the reader 
in applying the information to his own life, his work, 
and his problems. 

vii 


PRELIMINARY SURVEY 


This volume is strong on its practical side. While it 
devotes more than 120 pages to a study of the elements 
of freight classification, it leaves equally as many pages 
to a detailed study of the rules of classification. This 
intimate consideration of the rules, with the wealth of 
special illustrations contained therein, is a definite step 
toward the practical. Time spent on “Interpretation 
of the Rules” (Part II of the book) is time well spent 
on actual freight classification problems. 

A Bird’s-Eye View of the Volume 

Any important subject taken up for study seems 
complex at first sight. A glance thru this volume by 
anyone new to this field may well leave the impression 
that freight classification is a highly complicated matter. 

Everything in life, however, is both highly complex 
and simple, depending on one’s viewpoint. Freight 
classification, which is complex, is also simple, and if 
the reader will learn to see it first in its simple relations, 
and will progress from the simple to the slightly complex, 
and thence to the more complex, he will be likely to 
experience no difficulty in mastering the subject. 

He is therefore invited, before plunging into the de¬ 
tails of the subject, to get a view of the book as a whole, 
to see its main divisions, and thus to obtain a “master 
view” of freight classification. 

Briefly, then, in this book the reader will learn the 
following: 

First, that in the railroad business a need arose that 
freight be classified in order that proper charges might 
be made for transporting it. 

Second, that the way different articles are classified 
depends on a number of elements of classification. 
These elements will be studied in this volume. 

Third, that in order that the shippers and carriers might 
have the proper standard information about freight 

viii 


FREIGHT CLASSIFICATION 


classification, it was necessary to create and publish 
classification schedules. This book will give the 
history of these schedules, and will introduce the 
reader to the actual published volumes. 

In order to familiarize him immediately with the 
appearances of these volumes, illustrations of them 
and of pages from them are shown in this book. 

In order that the reader may learn how to put his 
freight classification knowledge to practical use, he will 
be shown how to use these published schedules. 

To enable the reader to learn most conveniently the 
actual use of these schedules, LaSalle Consolidated 
Freight Classification No. 1 has been prepared. This 
is a separate volume, to be used in conjunction with 
this text. It is not an official classification; yet it is a 
condensation of such classifications. 

It has the following advantages: 

First, it gives the student access to real classification 
study; otherwise it might not be possible for him to 
procure such volumes, or, if he should procure one, 
he might not be able to use it in connection with a 
textbook of directions, since the page numbers of 
these classifications change from time to time. 
Second, its condensed form makes it more convenient 
for study; yet the reader will find that even thus, 
boiled down, it is capable of giving him excellent 
detailed practice in every important feature of the 
use of classification schedules. 

This, then, is a bird’s-eye view of the subject matter 
of this book—the need of freight classification, the 
elements of freight classification, the published schedules, 
and the use of these schedules. 

With this introduction we are now ready to take up 
the more detailed study of the subject. 



Chapter I 

THE CLASSIFICATION OF FREIGHT 

Most people fail to realize the important part the 
railroads play in their daily lives. 

It is true they understand that railroads play a mighty 
part in the nation, a part affecting sections and cities 
and industries; but, aside from shippers and receivers of 
freight, few sense the fact that the influence of the roads 
reaches right into their homes, and that conditions 
affecting these roads are bound to affect persons individu¬ 
ally, even down to their minutest comforts and necessities. 

Take your own case. For instance, what are the 
things which surround you—which are contributing to 
your comfort at this moment? Can you single out one 
which the railroads play no part in bringing to you? 
Just one, which is solely the product of the community 
in which you live—with no contribution whatsoever 
from the outside world? The stone, brick, or lumber 
of which your house is built, the window glass, the 
heating plant, the lighting fixtures, the furniture and 
carpets, the dishes and bric-a-brac—where did each 
come from? Some of these things are small and com¬ 
paratively light in weight, but of high value and easily 
broken; others are compact and heavy, and practically 
unbreakable. 

Thousands of articles similar to these, and many 
others as well, are delivered daily to the railroads for 
transportation. More than three billion tons of freight, 
including practically every conceivable object, move over 
the railroads of the United States in a single year. Every 
quality and characteristic is represented; articles of low 
value and high value, light and heavy, bulky and com- 

l 


2 


FREIGHT CLASSIFICATION 


pact, fragile and indestructible, perishable and non- 
perishable—a sack of cement, a marble statue, an arc 
lamp, a steel safe, a case of eggs, a prize steer, a thresh¬ 
ing machine, a load of sand, a child’s go-cart. 

From this it is evident that in the transportation of 
freight the railroads exert such a powerful influence on 
our country and its welfare, that it is highly important 
that this freight transportation be carried on under con¬ 
ditions of the greatest possible efficiency and justice to 
all. 

One of the most important of these conditions is the 
price to be charged for transporting these innumer¬ 
able kinds of articles. For if the prices are too low—if 
they do not permit the carrier (the railroad) to give good 
service and at the same time to earn a reasonable revenue 
for its service—the road will suffer and eventually may 
have to discontinue business, a result which would be 
harmful to the public as well as to the carriers. 

On the other hand, if the prices for transportation are 
too high, they will tend to stop the public from shipping 
goods, and this condition w T ill reduce the revenues of the 
carriers as well as work a hardship on the public. It is 
clear, then, that the establishing of proper transporta¬ 
tion prices is a matter of the greatest importance to 
the country as well as to the railroads. 

But here we are confronted with the complex nature of 
transportation, for very many of the articles which are 
shipped require the most careful handling, specially de¬ 
signed cars, and rapid transportation to insure safe 
delivery. Others are not injured by rough handling, and 
may be transported in ordinary railroad equipment, with 
the time spent in transit a matter of minor consideration. 

Again, when the transportation charge is small in pro¬ 
portion to the value of the shipment, there is less danger 
of restricting movement as a result of increasing the 
charge, than when the cost of transportation is relatively 
greater. 


HISTORY OF CLASSIFICATION 


3 


For instance, of two shipments of dishes, one may be 
imported china, valued at $100, and the other common 
earthenware, valued at $10. A transportation charge of 
$5 would make little or no difference in the distribution 
of the former, whereas the same charge on the cheaper 
ware would prove a heavy handicap. And yet the free 
movement of the cheaper ware is of importance to a 
greater number of people than is that of the fine china. 

It is therefore evident that a system admitting of no 
elasticity, and providing a uniform set of charges to 
apply on all articles or commodities alike, would prove 
disadvantageous to both the railroads and the public 
thru its failure to bring about the desired end—the 
greatest freedom in the movement of freight, with a 
reasonable return to the carrier. 

It is also evident that, to fix a different charge on each 
transportable article would run into endless controversy 
as to the reasonableness of charges. The present system 
of classification reaches a compromise between these two 
extremes. It does not charge for all articles and com¬ 
modities alike, nor does it fix a different charge for each 
article and commodity. Instead, it places the thou¬ 
sands of transportable articles in a relatively few groups, 
called classes, and the charges are assessed on these 
groups. 

Origin of Classification .—A very brief glance back 
into history will help us to see how the present classifi¬ 
cation system came about. In the early days, before 
there were any steam railways, most of the freight in 
this country was transported by highways and canals, 
principally by canals. It was, of course, necessary for 
the canal companies to have some basis for making 
the transportation charge, and this was accomplished 
by dividing the freight moving in commerce into two 
classes, according to the weight and size of the packages. 

When the first railways were built, they became the 
chief competitors of the canal companies; and, because 


4 


FREIGHT CLASSIFICATION 


of this competition, it was but natural that the railroads 
should adopt the same method of classifying freight as 
was used by the water carriers. 

As the commerce of the country increased, both in 
variety and volume, this system of classifying freight was 
amplified, and the crude methods of the early days 
gradually developed into the somewhat intricate system 
of classifying freight—according to certain well-known 
principles, which will be discussed fully later. It is this 
classification of freight that is the foundation upon which 
rate making rests to-day. 

What Is Meant by Classification .—In an elementary 
way, classification may be described as the division of 
the different articles of commerce into groups for rate¬ 
making purposes. Each article is assigned to a group 
with other articles which are similar from a transporta¬ 
tion standpoint. Each group is called a class, and each 
class is designated by a number or a letter which is 
known as a class rating . A single rating thus applies to 
all the articles assigned to a respective group. (The 
terms class and rating are used interchangeably.) 

For example: A certain kind of churn is classified or 
placed in the first class. Concerning this churn, then, 
it is proper to say: “It is in class 1,” or “It is in the first 
class,” or “It takes a first-class rating ” 

Purpose of Classification. —There are two angles from 
which the classification of freight should be considered: 

1. As a simplified method of arriving at the basis for 
a transportation charge. 

2. As the base upon which the rate structure is 
predicated (or built). 

Or, to put it another way, it is necessary to take two 
steps. The first step is the act of simplifying the situa¬ 
tion by placing the thousands of articles in a few classes. 
This is the classification of freight. Then, with this 
classification made, the second step is taken; namely, the 
building up of a structure of rates based on the classifica- 


HISTORY OF CLASSIFICATION 


5 


tion. By structure of rates is meant a list of definite 
prices to be charged for transporting the different classes 
of articles from one given place to another. 

Let us discuss each of these steps in turn. 

As to the first, the necessity for a simplified basis for 
determining the charge for transportation will readily be 
seen when it is realized that there are in the United States 
approximately 90,000 railroad stations from and to which 
shipments move, and that in the course of a single day 
the railroads transport many thousands of different kinds 
of articles. Without the grouping of these articles, it 
would be necessary to name and publish a separate rate 
to apply on each article from each station to all other 
stations, which would be practically impossible. 

We begin to simplify the problem, however, when we 
place these many thousands of articles in ten classes, 
each class containing all articles that are the most nearly 
similar, one to another. We simplify matters because 
instead of having ten thousand articles to figure on, we 
now have only ten classes; and what is true of any one 
class is true of every article of that class. Thus, having 
classified the articles into a few classes, we are ready to 
take the next step, namely, a consideration of the relation 
of prices to these various classes. 

Classification and Class-Rate Tariff Schedules .—Hav¬ 
ing considered the value of classification as a simplifier 
of the problem, we are now ready to take up the next 
step—the consideration of how rates are related to 
freight classification. 

Freight classification deals with articles and classes. 
That is, it places articles in classes. It says, for instance, 
that this article shall go into first class, that article into 
second class, yet another article into third class, etc. 
But classification does not show the price of transporta¬ 
tion for each class. 

The price of transportation belongs to another field— 
that of rate making. Class rates are not made with 


6 


FREIGHT CLASSIFICATION 


relation to individual articles, but rate making takes the 
different classes of these articles and says that between 
this town and that town the price to be charged shall be, 
for instance, $2 per 100 pounds for first class, $1.7834 
for second class, $1.5534 for third class, and so on. 

In other words, while the classification of freight puts 
articles and commodities into classes, the making of class 
rates deals with places and with the prices to be charged 
for articles in each of these classes, transported between 
these places. 

It will be well at this point to understand exactly the 
meanings of the words rating and rate , for they convey 
the same meaning, and yet mean two distinctly different 
things. As we have already seen, rating is the designa¬ 
tion of the class division to which an article is assigned. 
To give an-article a rating means to place it in a certain 
class, such'as first, second, third, etc. But rate means 
price. It refers solely to the amount of money to be 
used in computing the charge on a given shipment. For 
example, we may say: “That article takes a rate of 85 
cents per 100 pounds between the given places.” (See 
figure 1.) 

Having cleared the air of any possible confusion about 
these two words, we are now ready to consider the two 
publications that are used in connection with the classi¬ 
fication of freight and the price of transportation service. 

These books are: 

1. The Freight Classification. 

2. The Class-Rate Tariff. 

The Freight Classification does not list the different 
Stations from which or to which goods are to be shipped, 
*md does not name directly the prices to be charged for 
shipping goods. It merely takes all the articles likely 
*)o be shipped and places each one in a class, or, in other 
words, gives it a rating. 

The Class-Rate Tariff, on the other hand, does the 
rery thing the Freight Classification does not do; it lists 


FREIGHT CLASSIFICATION CLASS-RATE TARIFF 




7 


Figure 1. A 3 will be seen f-om the above chart classification names the rating to which each article is assigned. The class-rate scale names a 
rate to correspond to each rating. The rating must be coupled with the corresponding rate to find the transportation price. 





































































8 


FREIGHT CLASSIFICATION 


the different stations, and gives the prices or rates to 
be charged for shipping the different classes of goods from 
any given station to another. 

These, then, are the steps which must be taken in 
ascertaining the rate to be charged for shipping a given 
article from one point to another: 

First, turn to the Freight Classification, to find out in 
what class the article is placed, or, in other words, what 
rating it takes. Having found out the class, consult the 
Class-Rate Tariff, and find what rate (or price per 100 
pounds) should be charged for transporting your class of 
article from one particular point to another. 

The present volume deals only with the classification 
of freight, and in connection with our study of this book 
we shall have frequent occasion to consult the Freight- 
Classification publication. In later volumes we shall go 
into the study of rates and tariffs. 

Function and Responsibility of Railways .—One cannot 
go far in the study of this subject before coming face to 
face with the fact that the government has considerable 
influence in the matter of classification. Especially, he 
notices the presence of an Interstate Commerce Com¬ 
mission, and he comes to realize that this Commission is 
the supreme authority in certain railroad affairs. “How 
does it happen,” he may ask, “that this government 
body, a thing apart from the railroads, exercises so much 
control over them?” 

In order to answer this question satisfactorily it is well 
to look backward a bit, into the beginnings of transporta¬ 
tion systems, and thence, step by step, to see how present- 
day conditions came about. 

The railroads, as we know them, are the logical suc¬ 
cessors of the old canal and the stagecoach companies. 
In the early days of transportation, the canal companies 
furnished a highway for transportation, and the charge 
exacted was for the use of that highway. The stage¬ 
coach companies furnished transportation, but had no 


HISTORY OF CLASSIFICATION 


9 


specially constructed roadbed, so their charge was for 
hauling only. The railroads combine the services of both 
the canal and the stagecoach companies, in that they 
furnish the highway and the transportation. 

Just as the service which the railway performs is two¬ 
fold, so also is its responsibility. On the one hand, it is 
financed by private investment, and, quite naturally, the 
stockholder is entitled to a return on his investment. 
On the other hand, were it not for certain rights of 
sovereignty, such as the right of eminent domain, granted 
by the state, the construction and operation of the rail¬ 
way would not have been possible. Further, the very 
fact that the rights and privileges granted it by the state 
are for the performance of a public service, makes the 
railway responsible for the performance of that service. 

The Supreme Court recognized this when it said: 1 

“Whether the use of a railroad is a public or a private one depends 
in no measure upon the question of who constructed it or who owns 
it. It has never been considered a matter of any importance that 
the road was built by the agency of a private corporation. No 
matter who is the agent, the function' is that of the state. Tho the 
ownership is private, the use is public***. The right to exact tolls 
or charge freight is granted for a service to the public.” 

Federal Regulation of Common Carriers .—The Consti¬ 
tution of the United States 2 gives Congress the power to 
regulate commerce among the several states. It is from 
this source, and the implied powers thereunder, that the 
federal government derives its power to regulate by law 
commerce carriers engaged in interstate commerce. 

The law defining the rights, privileges, and responsi¬ 
bilities of interstate rail carriers in the United States is 
known as the Interstate Commerce Act. 3 This act, 
which became effective April 5, 1887, created the Inter¬ 
state Commerce Commission to execute and enforce its 
various provisions. The Commission hears all cases in- 

'Alcott v. The Supervisors, 16 Wall., 678, 695. 

2 Article 1, Section 8, Clause 3. . 

3 This law was originally entitled “An Act to Regulate Commerce, but in 1920 the name 
was changed to the Interstate Commerce Act. 


10 


FREIGHT CLASSIFICATION 


volving alleged violation of the Act. When, in such 
proceedings, the Commission defines a principle, its words 
merit careful consideration, for they outline the reasoning 
of that body in rendering a decision, and are authoritative. 
It is for this reason that frequent quotations from the 
decisions of the Interstate Commerce Commission are 
given. 

State Regulation of Carriers. —In addition to the regu¬ 
lations imposed by the Interstate Commerce Act, there 
are certain restrictions imposed by different states. 
Under the powers reserved to the states by the tenth 
amendment to the Constitution, many of the individual 
states have regulatory commissions vested with authority 
to regulate the carriers in so far as traffic and transporta¬ 
tion wholly within the respective states are concerned. 

The jurisdictions and powers of these state commissions 
vary greatly, and as the very interesting subject of 
carrier regulation is fully discussed and developed later 
on in this course, it is but touched upon at this time. 

Duty of Carriers to Classify Freight .—While all ratings 
and rules carried in the freight classification are subject 
to the review of the Interstate Commerce Commission, it 
is incumbent upon, and the duty of, the carriers them¬ 
selves to make such ratings and rules and to publish 
freight classifications; these duties being imposed upon 
them by Section 1 of the Interstate Commerce Act, 
which reads in part: 

“It is hereby made the duty of all common carriers subject to 
the provisions of this Act to establish, observe, and enforce just 
and reasonable classifications of property for transportation, with 
reference to which rates, tariffs, regulations, or practices are or may 
be made or prescribed.” 

Publishing and Filing Freight Classification .—The law 
also provides that the printed classification must be filed 
with the Interstate Commerce Commission at Washing¬ 
ton, D.C., in accordance with the prescribed regulations 
of the Commission, and all carriers that are parties to 
the classifications thus filed are legally bound to observe 


HISTORY OF CLASSIFICATION 


11 


and enforce the ratings and provisions contained therein. 
The filing of the classification with the Commission, and 
the posting of the classification at the various offices and 
agencies of the carriers, operates as notice to the public 
of the ratings, regulations, and provisions that will apply 
in connection with the various articles of shipment. 


The Gist of Chapter I 

The surest way to get the full value from your reading 
is to stop at the end of each chapter long enough to ask 
yourself a number of practical questions, to make certain 
that you have grasped the essential points so that you can 
use this knowledge in solving actual problems. 

To help you in getting at the keynote of each discussion, 
we give at the close of every chapter a number of questions 
and problems such as are met with every day in actual 
traffic work. If you can work out a set correctly, you 
may be certain that you have mastered that chapter. 

You are not asked to send the answers to these questions 
and problems to the University. Their only purpose 
is to give you a way of testing yourself, and so help you 
in measuring your progress in this new and important 
work. 

Chapter I deals with the necessity for classification 
and the purpose which it serves in traffic work. Answer 
the following questions as a help to getting at the pith of 
the chapter. 

1. The Purpose of Freight Classification 

Go into your nearest department store. Look over 
the endless variety of articles on display there. Now 
suppose that you were asked to make up a scale of prices 
for shipping the things which you saw there to every 
town within a radius of 100 miles from where you live. 
How could you arrange your list so that it would not be 


12 


FREIGHT CLASSIFICATION 


necessary to name a separate price for shipping each 
article to each of these towns? 

2. Publications 

(a) What traffic publication serves the same purpose 
as your list of articles? 

(b) What other schedule would you have to prepare 
to be used with your list, to determine the cost of trans¬ 
portation? 

3. Interstate Commerce Commission 
How did the Interstate Commerce Commission come 
into existence, and what power does it exercise? 

4- Preparation of Classification 
Whose duty is it to prepare and publish a classification 
of the articles which are carried by the railroads? 


Chapter II 

THE ELEMENTS OF CLASSIFICATION 

The essential purpose of education for the traffic pro¬ 
fession is to train the individual in the principles affecting 
the problems which will inevitably arise in the work of 
the traffic executive. The man who has broad vision; 
who can bring to his duties a complete grasp of the com¬ 
plexities of each issue and of the points which, in the 
past, have been given weight in deciding similar cases; 
who possesses confidence in his own judgment—born of 
knowing that he is right—will surely make a better 
executive than one whose professional training consists 
of having done only those things which he has been told 
to do, or which he has seen others do, without knowing 
why. 

He who aspires to the great rewards which the traffic 
profession has to offer, must first firmly grasp the under¬ 
lying principles, and then look to the more mechanical 
aspects—the use of the schedules formulated in accord¬ 
ance with these principles. 

Now, what are these principles that govern transporta¬ 
tion charges? 

To begin with, there are two principles which underlie 
all others. These have already been considered, but it 
will be worth while to repeat them. They are: 

First, that the public should be furnished with ade¬ 
quate transportation at reasonable cost. 

Second, that the financial investment of the railroads 
should be conserved and made to produce a fair return. 

These principles, it is true, seem antagonistic to each 
other, but it is both desirable and possible so to coordinate 
them as to produce a result advantageous to carriers and 
public alike. 


13 


14 


FREIGHT CLASSIFICATION 


Now, these two principles, while they are the ground¬ 
work on which the whole subject of classification is built, 
do not themselves take a direct and active part in this 
subject. On the other hand, there are certain elements 
which make up the very bone and sinew of classification, 
and which will occupy a considerable amount of our 
attention in this volume. The more important of these 
elements are: 

1. Cost of Service 

2. Value of Service 

3. Value of Property 

4. Bulk and Weight 

5. Risk and Liability to Damage 

6. Competition 

7. Volume of Traffic 

An analysis of the decisions of the Interstate Com¬ 
merce Commission shows that these are the elements 
which are of controlling influence in the classification of 
freight, altho all of them are not necessarily controlling 
or even of major importance in every case. 

As these elements constitute the very foundation of 
transportation charges, it is essential that every student 
of traffic should know the composition of each element. 
In the following discussion, the major points are exempli¬ 
fied in such a way as to aid materially in understanding 
all the guiding principles of classifying freight, altho it 
should be understood that it is only in unusual or theo¬ 
retical cases that it is possible to single out and show 
the exact effect of a single element. Diverse and con¬ 
flicting conditions frequently complicate the analysis of 
the majority of actual shipments, so that the influence of 
each element may be determined only in a general way. 

1. Cost of Service 

Of the many considerations that are given weight in 
determining a proper transportation charge, none is more 


FACTORS AFFECTING CLASSIFICATION 


15 


obviously reasonable than that such a charge should at 
least equal the cost of performing the service. But just 
what properly constitutes the cost of the service, and 
how this is determined, are subjects of some contro¬ 
versy. 

The question may be divided primarily into two phases: 
First, what are the direct costs? and second, what are 
the indirect costs, and to what extent should they be 
applied? 

The direct costs are those that are incurred as the 
result of actually moving the freight, and which would 
not have been created if the freight had not moved. 
For example, the direct costs of moving a trainload of 
grain would include (among other items) the cost of the 
fuel actually consumed in the locomotive and the wages 
of the train crew during the trip. Because of the diversity 
of conditions under which freight moves, and because 
these conditions are constantly changing, it is almost 
impossible to ascertain the direct costs exactly. 

The indirect costs are fixed costs that do not change 
to any great extent, and are made up of the original cost 
of construction, maintenance of way and equipment, 
interest on indebtedness, taxes, etc. The difficulty in 
connection with the indirect costs lies in determining 
what proportion of their total should be applied to a 
specific shipment or unit. 

From the foregoing, it will be seen that it is virtually 
impossible to determine the cost of service accurately, 
and for this reason cost of service should not be given 
undue weight in classifying freight, but should be con¬ 
sidered only in its proper relation to the other elements. 
This conclusion is clearly reflected in the following quo¬ 
tations from decisions of the Interstate Commerce Com¬ 
mission: 1 

“The Commission appreciates the difficulty of even fairly approxi¬ 
mating the cost of transporting a unit of freight, and realizes that 
any method employed must necessarily be somewhat arbitrary.” 

1 Sloss-Sheffield Steel and Iron Co. v. L. <£• N. R. R. Co., 30 I. C. C., 597, 602. 


16 


FREIGHT CLASSIFICATION 


And further, 

“Cost of service is usually so difficult of accurate determination 
that its use as f gauge in rate making must be limited .” 1 

2. Value of Service. 

Value of service is not easily defined. Interpreted 
broadly, it is the value which is added to the article by 
its transportation from origin to destination, the measure¬ 
ment of value being its increased market price. 

For instance, if a bushel of wheat is worth GO cents in 
Minnesota and 80 cents in New York, considering the 
value of service element alone, the railroad could add 20 
cents to the value of the wheat by carrying it from 
Minnesota to New York; and if the transportation charge 
was made equal to the entire value of the service of 
carriage, the rate could be nearly 20 cents a bushel. 

Ordinarily, the unit profit on articles of high value is 
proportionately greater than on articles of lower value, 
and it therefore follows logically that the higher the 
value of the property, the greater the relative value of 
the service. 

When, however, the value-of-service element has been 
given undue prominence in determining a charge, it 
means that other elements entering into the situation 
have not been given proper consideration, thereby bring¬ 
ing about an unjust charge. This method of determining 
the transportation charge has proven unsatisfactory to 
the shipping public on the ground that it gives undue 
preference to the railway interests, and subordinates the 
interest of the shipping public to that of the carriers. It 
must not be understood, however, that traffic which is 
able to bear a relatively high rating should not be made 
to carry it. There is certain traffic which can sustain 
a high transportation charge without affecting the volume 
of its movement. 

1 American Round Bale Press Company v. A. T. & S. F. Railway Company, 32 
I. C. C. 458, 466. 


FACTORS AFFECTING CLASSIFICATION 


17 


The Interstate Commerce Commission recognized the 
value of service as an important consideration when it 
said: 1 

“Another element of highest importance, and that cannot be dis¬ 
regarded, is the value of service to the article. This is a factor that 
largely determines the classification and rates the article will bear in 
the transportation of commerce, and necessarily qualifies the influence 
of other factors in the distribution of charges with the view to average 
reasonable revenue.” 

As may be said of any of the principles of classification, 
value of service is closely related to other factors, and the 
influence it should bear upon the level of the charge is 
subject to the varying degrees in which these other 
elements enter into consideration. 

3. Value of the Property. 

In studying the effect of the transportation charge 
upon the movement of certain traffic, it is soon apparent 
that cost of service and value of service are closely inter¬ 
woven with, and frequently dominated by, the value of 
the property. 

Value of property is generally conceded to be one 
of the most important elements in classifying freight. 
Of course, as has already been stated, it is not advisable 
to say that any one element or any three or four elements 
are in all cases the most important. Yet there are a few 
elements which seem to lead all others in general impor¬ 
tance, and the value of the property is one of these. 

The Importance Attached to Value .—There are several 
considerations that tend to emphasize the importance 
which attaches to value. It is well known that owing to 
their inherently low value, certain commodities such as 
iron ore, gravel, brick, etc., can be marketed over only 
a comparatively small area. This is so because of the 
expense incident to transportation. It follows that other 
commodities of a higher but still relatively low value, 
can be distributed over a greater territory. To permit 

i Thurbur v. N. Y. C. & H. R. R., 2 I. C. Rep. 742, 753. 


18 


FREIGHT CLASSIFICATION 


of such distribution, however, the transportation charge 
must be kept at a low level; otherwise the flow of such 
commodities would be greatly lessened or prevented 
altogether. 

Coal, iron ore, lumber, etc., are of low value, but are 
essential to the welfare of civilization and absolutely in¬ 
dispensable to industry. Because of the necessity for 
the distribution of such commodities, which cannot stand 
more than a low transportation charge, commodities of a 
higher value, such as manufactured products, must bear 
a portion of the charge that would otherwise rest upon 
commodities of low value. In the words of the Com¬ 
mission: 1 

“To a certain extent higher rates must be charged by a carrier 
when the traffic can easily be made to bear it; for if a portion of the 
traffic of a road is carried at low rates, because it will not move other¬ 
wise, so that it cannot bear its full proportionate share of the interest 
charges and common expenses, some other traffic must pay more 
than its share of such interest charges and common expenses.” 

Why this is so may be seen by comparing a carload 
of shoes weighing 20,000 pounds and worth approxi¬ 
mately $30,000, with a carload of coal weighing 60,000 
pounds and worth approximately $300. If the trans¬ 
portation cost of each carload was $100, this amount, 
distributed over the shipment of shoes, would be negligible 
with respect to the cost of each pair of shoes, but it 
would increase the cost of the coal 33^ per cent. 

The Greater the Risk, the Greater the Compensation. 
—To exemplify another phase of the relation between 
the value of an article and its rating, let us consider that 
in accepting a shipment the carrier becomes virtually 
an insurer of the goods. It is obvious that the higher 
the value of the insured property, the higher the insur¬ 
ance premium should be. If in the case under considera¬ 
tion, both the carload of shoes and the carload of coal 
were totally destroyed, the carrier's liability would be 
$30,000 for the loss of the shoes, while it would be only 

tPiUsburgh Steel Co. v. L. S. & M. S. Ry. Co., 27 I. C. C M 173, 185. 


FACTORS AFFECTING CLASSIFICATION 


19 


S300 for the loss of the coal. Naturally, the carrier is 
entitled to compensation for the greater risk assumed, 
and this compensation can be secured only thru a higher 
charge on the shoes than on the coal. 

The effect of taking the value-of-the-property element 
into consideration is clearly shown in the classification of 
ores, which are assigned to one of three different classes, 
depending on whether they are valued at not more than 
5 cents per pound, more than 5 cents but not more than 
40 cents per pound, or over 40 cents but not over $1 
per pound. In the event of loss or damage in transit, 
the liability of the carrier increases directly as the value 
placed on the ore shipment increases, which makes it 
necessary to scale the transportation charge so as to 
compensate for the added liability. 

Furthermore, as has already been shown, the value of 
the service is very closely related to the value of the 
article, increasing directly as the value of the article 
increases. The movement of the low-grade ore would be 
practically prohibited by a transportation charge which 
would not seriously hinder the movement of the higher- 
grade ore. It is for these reasons—because articles of 
high value can stand a high transportation charge, be¬ 
cause the carrier becomes virtually the insurer of the 
goods while in possession thereof, and because of the 
relation which this element bears to the value of the 
service—that the value of the property frequently plays 
so important a part in determining the class to which an 
article is assigned. 

What the Commission Says About Value .—That the 
consideration of the value of the property is proper in 
classifying freight, is clearly indicated in a number of 
decisions of the Interstate Commerce Commission. In 
the Western Classification Case 1 it said: “The value of 
the article, not its use, is one of the determining factors 
in classification.” In another case 2 the Commission said: 

*25 I. C. C. t 442, 449. 

i Union Tanning Co. v. Southern Railway Co. 26 I. C. C., 159, 163. 


20 


FREIGHT CLASSIFICATION 


“The value of a commodity is one of the material considerations 
in the adjustment of rates, and it is just as unsound to say that rates 
upon carloads of equal tonnage and equal cost of movement, one of 
a low-grade, cheap commodity and the other of a high-grade and 
valuable commodity, should be made the same, except for the dif¬ 
ference that might be allowed for the single item of increased risk, 
as it is to say that every commodity should be charged all it can 
stand or bear. It is alike in the interest of the public and in justice 
to the carriers, having regard to their entire business and their right 
to an opportunity to earn a fair return upon the property in addition 
to the cost of service, that in the adjustment of rates due weight 
be given to differences in value of the respective commodities carried, 
and that such differences be not limited by the mere measure of 
difference in risk. Otherwise one of two results would of necessity 
follow: The rates as a whole would be such that it would be impossible 
for the carriers to earn what they reasonably might and, in fact, what 
they of necessity should, in order to enable them to perform their 
services; or the rates on many low-grade commodities would have 
to be such that they would be prohibitory of any movement.” 

This discussion brings out two distinct points: That 
a higher rating on goods of high value does not restrict 
the movement of such goods, as it would in the case of 
goods of low value, and that the increased risk which the 
carrier assumes in transporting goods of high value 
justifies a higher rating. 

It will be noticed also that the element of value of 
service enters into consideration in placing a higher 
rating on goods of a higher value, as does also the ele¬ 
ment of risk and liability to damage. 

4. Bulk and Weight 

In an analysis of the elements of classification, it will 
be found that in many instances one element will merge 
into another, perhaps into several others. An excellent 
illustration of this tendency is shown in bulk (size) and 
weight , two elements so interwoven tjiat their separation 
is almost impossible; hence they are regarded as one 
element. This is true largely because in order to give 
each its relative importance, one must be considered in 
conjunction with the other. 


FACTORS AFFECTING CLASSIFICATION 


21 


We can understand the subject better, however, by 
considering each of these twin elements separately. 

The Size Factor .—Taking up the element of size, it is 
natural that this should be measured in terms of the 
space the article occupies in the car. In the main, 
common carriers hold themselves out to the public to 
do but one thing—perform the service of transportation. 
Incident to this service is the furnishing of the vehicle 
of carriage. These vehicles are primarily for the pur¬ 
pose of providing a place in which to store the article 
while it is being moved. Some articles require more 
space than others, so it is logical that the charge for the 
use of a larger amount of space should be greater than 
for a smaller amount of space. For this reason, articles 
when knocked down, that is, taken apart and shipped in 
such a manner as to reduce materially the space occupied, 1 
should logically be given a lower rating than when shipped 
set up and thus occupying more space. For the purpose 
of discussion, the size element will be considered as 
affecting the charge or rental for space and the expense 
incident to storing the article in that space during the 
period of transportation. 

Providing the vehicle and placing the freight therein 
completes but one part of the carrier’s contract, as it 
also agrees to move the property from one place to 
another. It is therefore necessary for the carrier to 
furnish the motive power that will do the actual moving. 
Naturally, the heavier the article, the more power it 
takes to move it, and the cost increases in proportion to 
the power used. Hence, the carrier is justified in charging 
more to move an article weighing 200 pounds than to 
move one of the same kind weighing only 100 pounds. 

The Factor of Bulk and Weight .—In practice, it is im¬ 
possible to ascertain accurately the exact cost of space 

iWhen ratings are provided for articles knocked down (K. D.), it involves taking 
apart the articles in such a manner as to reduce materially the space occupied. Merely 
separating the article into parts without reducing the bulk does not constitute knocking 
down or entitle the article to a K. D. rating. (21 I. C. C., 481.) 


22 


FREIGHT CLASSIFICATION 


and of power, as the ratio of size and weight varies. 
Some articles, such as empty barrels, are relatively large 
but light; while others, such as pig iron, are relatively 
small but heavy. In actual practice, a compromise is 
worked out along the line of the ratio existing between 
the bulk and the weight of an article. That is, each 
factor is considered with reference to the other one. 

Reference has already been made to the importance of 
weight, bulk, and value, and the Commission has to a cer¬ 
tain extent lent its approval to the use of these elements 
as being of major importance, in the following words: 1 

“A compilation of classification units, expressing the relation to 
one another of weight, space, and value, should be made as far as 
practicable for every item in the classification, and given due considera¬ 
tion. * * * It is a recognized principle of rate making that light 
and bulky articles should take a higher rating per 100 pounds than 
denser and heavier articles.” 

The importance which attaches to bulk and weight or, 
as it might be expressed, bulk with relation to weight, is 
reflected in the fact that such commodities as hay, cotton, 
and wool are frequently either not accepted by the 
carriers unless in machine-pressed bales, or are accorded 
the advantage of a lower rating when so compressed. 
The bulk is reduced by compressing, and consequently 
it is possible to load greater weight in a given space. 

The application of this same principle is an important 
factor in placing pails, baskets, fibreboard boxes, and 
the like, in a lower class when nested 2 than when not 
nested; and jardinieres when measuring 12 inches or less 
in diameter in a lower class than when measuring over 
12 inches in diameter. 

Compactness—the relation of weight to space occupied 
—plays so large a part in classifying freight, that when¬ 
ever it is possible to prepare an article for shipment so 
as to make any considerable reduction in its cubic dimen- 

l Western Classification Case, 25 I. C. C., 442. 

*The term “nested” means that three or more different sizes of the article must be 
enclosed each smaller within each next larger; or that three or more of the article must be 

f jlaced one within the other so that each upper article will not project above the next 
ower more than one-third (1-3) of its height. 


FACTORS AFFECTING CLASSIFICATION 


23 


sions, this increase in compactness is almost certain to 
be rewarded by a corresponding reduction in the cost of 
transportation. Thruout the classification, this con¬ 
sideration is reflected in the lower ratings which are 
assigned articles when knocked down than when set up. 

5. Risk and Liability to Damage 

As has already been stated, when a railway company 
accepts property for transportation, it becomes in a sense 
the insurer of the property. If the carrier is to be con¬ 
sidered as an insurer, it is only just that the charge as¬ 
sessed on a shipment should include the insurance pre¬ 
mium. It follows that the greater the liability of dam¬ 
age, the higher the insurance premium should be. 

The carriers are often called upon to pay large sums of 
money to reimburse shippers for goods which have been 
lost or damaged while being transported. The responsi¬ 
bility rests in part with the shippers for not properly 
preparing their goods to withstand the wear and tear 
incident to transportation; in part with the agents of 
the carriers for improper handling either of the indi¬ 
vidual shipments or of the cars in which the shipments 
may be loaded; and in part upon the natural difficulties 
connected with handling and transporting freight. 

Kinds of Risk and Liability .—Risk and liability of dam¬ 
age may be of two kinds: 

1. To the article itself 

2. To other articles 

Shipments of boots and shoes, which are subject to 
pilferage; bric-a-brac, which is easily broken; small 
packages, which are readily lost; and fresh fruit, vege¬ 
tables, meats, etc., which require expeditious handling, 
belong to the first group; whereas paris green, kerosene, 
and acids ^of various kinds, as well as numerous other 
articles which, unless packed and handled with the utmost 
precaution, are likely to injure other articles placed near 
them, belong in the second group. 


24 


FREIGHT CLASSIFICATION 


Some articles are much more easily damaged than 
others, and further, some articles, if slightly damaged, 
can be repaired at a moderate cost, while others cannot 
be repaired and consequently have little or no salvage 
value. The element of risk is inconsiderable in so far 
as shipments of pig iron, rough lumber, gravel, and the 
like are concerned; whereas millinery, glassware, and 
similar fragile articles are highly susceptible to damage 
and, if damaged, represent virtually a total loss. 

With the exception of live stock, perishable products, 
and grain, practically all commodities that are shipped 
in bulk are subject to loss and damage to a limited degree 
only; and it is largely because of this fact that the car¬ 
riers are willing to accept such commodities when not in 
containers. 

On the other hand, most of the other articles of com¬ 
merce that go to make up the average run of freight are 
subject to loss or damage in a much greater degree, and 
it is because of this increased risk that the carriers require 
that such articles be packed. 

The degree of risk incident to transportation is so 
vitally affected by the manner in which an article is pre¬ 
pared for shipment, that it will be well to consider the 
effect of packing upon the classification of an article. 

How Packing Affects Rating. —Packing affects, pri¬ 
marily, the degree of risk to which an article is subject, 
and secondarily, the utilization of space, ease of handling, 
.and other lesser considerations. While packing in and 
of itself can hardly be considered as a principle of classi¬ 
fication, it has such a vital bearing upon certain principles, 
notably risk and bulk, that it is frequently of controlling 
importance. 

Considered from one angle, packing requirements are 
an effort on the part of the carriers to guard against 
claims for loss and damage—principally damage. It 
follows, then, that the rating of an article is affected by 
the security and convenience of its packing. 


FACTORS AFFECTING CLASSIFICATION 


25 


Naturally, liquids in glass or earthenware containers— 
even tho such containers are packed in boxes or barrels— 
should take a higher rating than when the same kind of 
liquid is shipped in jacketed metal cans or in bulk in 
barrels, because in the former case, the risk of loss is 
greater. 

Because of the additional risk, a refrigerator, set up, 
when merely wrapped should take a higher rating than 
if inclosed in a box or crate, as the highly polished surface 
of a refrigerator is easily marred by friction with other 
freight or thru careless handling. But if the refrigerator 
is knocked down, it should take a still lower rating than 
if set up, because of the smaller space occupied, even tho 
when set up it may be boxed or crated. 

Small iron castings, each of which weighs less than 25 
pounds, when shipped loose take a higher rating than 
when a number of such castings are wired together so as 
to make a bundle weighing 25 pounds or over. The 
reason for this difference is that it requires more time and 
costs more to handle several small separate castings than 
it does to handle a number in one bundle, and also be¬ 
cause a small unit of any kind is more likely to go astray 
or become lost than is a larger unit. 

The rating accorded coiled or spiral wire bed springs, 
when so compressed that each spring does not exceed one 
inch in thickness, makes the freight charge just one-half 
as great as when not compressed. 

That these considerations, which may be grouped under 
the term “desirability of traffic,” should be of influence 
in rating articles, is reflected in the decision of the Inter¬ 
state Commerce Commission in the Western Classifica¬ 
tion Case, in which the Commission said: 1 

“The propriety of increasing the rating upon an article when it is 
offered loose or in bundles with practically no protection, as com¬ 
pared with the rating of the same commodity when boxed or other¬ 
wise fully protected, cannot be questioned. A package which is 
less desirable from a transportation standpoint, deserves to be given 

125 I.C.C., 608. 


26 


FREIGHT CLASSIFICATION 


a higher rating than one which is more desirable. The approval 
of this rule, however, does not sanction disproportionate and arbi¬ 
trary increases in the rating of an article when offered in a less desir¬ 
able package. There should be some relation between the increased 
rating and the increase in the risk, difficulty of handling, and other 
proper considerations.” 

Of the seven elements of classification, we have thus 
far discussed five. Owing to both the length of the sub¬ 
ject and the number of test questions which the reader 
will want to ask concerning it, it is advisable to end the 
chapter at this point and to leave the last two elements, 
Competition and Volume of Traffic, to be considered in 
the next chapter. 


The Gist of Chapter II 

The chapter treating of the Elements of Classification 
is of great value in helping you to understand why there 
cannot be a uniform charge for carrying all kinds of 
freight, and the lines along which the distinction between 
the different kinds is drawn. 

1 . Cost of Service , Value of Service , Value of Property , 
Bulk and Weight , Risk and Liability to Damage 

Is it possible to formulate a classification in which 
every article is so rated that the grouping represents 
an absolutely uniform relationship (a perfect balance) 
between all of the articles named? 

2. Bent Plate Glass Rated Higher than Plain 
Window Glass 

Plate glass, such as is used in china cabinets which have 
rounded doors and ends, must be bent to measure so as 
to fit the curve of the frame in which it is to be set. 
Usually when such lights of glass are prepared for ship¬ 
ment, each one is packed in a separate box or crate. 

Suppose you were the traffic manager in a furniture 
factory, and the general manager called you to his office 
to explain why you 0. K.’d a freight bill on a shipment 


FACTORS AFFECTING CLASSIFICATION 


27 


of bent plate glass which was much higher than the bill 
covering a shipment of plain glass which you had O. K.’d 
the previous day, the two shipments being of equal weight. 
Would you charge this distinction to the difference in the 
cost of service, or did value of the property enter in? 
Did bulk and weight have any influence? Risk and 
liability to damage? 

8. Knocked Down or Set Up 

Many of the pasteboard boxes used for commercial 
purposes by clothing merchants, dry cleaners, bakers, 
etc., are made from a flat sheet of cardboard grooved 
and cut so that the sides and ends may be folded up 
and the corners hooked together. Should the freight 
charge on 1,000 of these boxes be the same, more, or 
less, than if they were set up in box form before shipment? 
Justify your answer. 

4. Packing 

The Classification gives very complete and explicit 
specifications for the construction and sealing of the 
boxes in which cigarettes are packed for shipment. 

A manufacturer of cigarettes put in charge of the 
shipping room a man who was ignorant of the Classification 
packing requirements. He packed the goods in what he 
considered a perfectly secure manner, but failed to fully 
comply with the carriers’ specifications. As a result, 
the firms who received the goods complained that their 
freight bills were just double what they should have been. 
What was the controlling consideration in causing this 
higher charge? 

5 . Compressed Cotton 

A Texas shipper of cotton found that by compressing 
his bales so that their weight averaged pounds or 
over per cubic foot, he was given a rating one class lower 
than when the cotton was not so tightly compressed. 
Upon what principle does this distinction rest? 


28 


FREIGHT CLASSIFICATION 


6. Increase in Value and Higher Ratings 
The ratings provided for household goods are contin¬ 
gent on the value of the goods as declared by the shipper: 
the lowest ratings apply when the value is less than 10 
cents per pound; when the value is over 10 cents but 
not over 20 cents the ratings are slightly higher; and when 
the value is over 20 cents per pound the ratings are again 
raised. 

What element of classification justifies scaling the rat¬ 
ings in this manner? 


Chapter III 


THE ELEMENTS OF CLASSIFICATION 

0 Continued ) 

6. Competition 

There are several forms of competition to which an 
article may be subjected, that may affect its classifica¬ 
tion. The two principal ones are: 

1. The competition with each other of articles of a 
like nature—such as lard with lard compounds or sub¬ 
stitutes, soap powders with scouring compounds. 

2. The competition with each other of articles not of 
a like kind but having a similar purpose—such as metal 
window frames with wooden window frames, wooden 
pails with fibre pails. 

Before going further into this subject, it is well to di¬ 
gress a moment in order to get a clear distinction between 
what may be called the purpose for which an article is 
made, and the use to which it is or may be put. 

This distinction is necessary because the use to which 
an article may be put should have no material effect 
upon its classification. For instance, there are types of 
tables that can be and are used as desks; but, from a 
classification standpoint this use does not make them 
desks, and the mere fact that they are used as desks 
should not affect their classification. That such a con¬ 
sideration should not be of material weight was set forth 
by the Interstate Commerce Commission when it said: 1 

“It is well settled that rates should not be made with respect to 
the use to which a commodity is put.” 

Determining an Article's Identity .—While the use to 
which an article may be put does not affect its rating, the 

1 Dupois v. F. E. C. Ry. Co., Unreported Opinion A-739. 

29 


30 


FREIGHT CLASSIFICATION 


use for which the article is intended, or the purpose it 
is represented as serving, may be used to determine its 
identity, and thus affects its classification. 1 

An illustration will perhaps serve to make this rather 
fine distinction more clear. Refined tar, which is the 
liquid residue of crude coal tar—distilled or dehydrated 
to the extent of eliminating the light oils, ammoniacal 
liquors, and other substances—is chiefly used in coating 
metal surfaces. 

A refiner of crude tar sold, invoiced, and shipped to a 
paint manufacturer ten steel drums of “refined tar.” 
On this shipment the rating applicable was that for re¬ 
fined tar. The paint manufacturer, however, without 
changing the tar in any way, put it in barrels and de¬ 
scribed it—both on the barrels and in advertising circu¬ 
lars—as “high-grade roof and iron paint.” In short, 
he represented it as paint; therefore in shipping the ma¬ 
terial to a customer, the rating applicable on this ship¬ 
ment, which was so represented to the trade, was that for 
paint. 2 

The two shipments were of the same commodity, and 
when described as “refined tar,” took the rating for that 
commodity, and when described as “paint,” took the 
rating assigned for paint. 

Examples of Articles Used Interchangeably .—Such a 
relationship necessarily involves a comparison of articles 
having a similar purpose, or which, in some cases, are in¬ 
tended to be used interchangeably. The following ex¬ 
amples of articles which are commercially or directly 
competitive will serve to make this point more clear. 

Changes in ratings on soap involve similar changes in 
ratings on soap extracts, soap powders, washing com¬ 
pounds, washing powders, and washing crystals, all of 
which are intended for cleaning purposes and are com¬ 
mercially competitive. 

*4 I. C. C., 41; 18 I. C. C., 205; 49 I. C. C., 367. 

»49 I. C. C., 367. 


THE EFFECT OF COMPETITION 


31 


Changes in ratings on glue (animal product) result in 
corresponding changes in ratings on dextrine (vegetable 
product), and casein or milk curd (animal product). 
These articles are adhesive and produced for manufac¬ 
turing purposes, and are directly competitive. 

The following excerpts from arguments advanced and 
from the Commission’s decision 1 show how competition 
influences the ratings assigned: 

“Lard and lard substitutes, and butter and butter substitutes, 
and various kinds of animal, vegetable, and mineral oils, are more 
or less related. These articles do not all compete with one another, 
but many of them are used interchangeably, and almost every one 
of them competes with some other article in the same group. 

“It is proposed to increase ratings on lard and lard substitutes. 
One of the main purposes of the proposed change is to bring the 
ratings on these commodities in closer relation to the ratings on butter 
and butter substitutes. The same fats, oils, and greases that are 
used in the manufacture of lard substitutes may be, and often are, 
used in the manufacture of butter substitutes, and vice versa. While 
lard substitutes and butter substitutes are largely used for separate 
purposes, they are also used interchangeably to a considerable extent, 
and there is therefore some measure of competition between them. 

“Third class is proposed on lard and lard substitutes also, for the 
reason that various oils and greases from which they are made and 
with some of which they compete; for instance cottonseed oil and 
peanut oil, are, when in barrels, rated third class. Practically all 
oils and greases when in metal cans in boxes or crates, are now rated 
second class, but as a part of the readjustment they are proposed to 
be transferred to third class. As will be observed, the readjustment 
places all these commodities, except butter and butter substitutes, 
on a parity. The higher ratings on butter and butter substitutes 
are due mainly to the high value of the butter and the desirability 
of keeping the butter substitutes on a parity with butter. 

“There is much merit in the facts and arguments advanced by 
protestants, but whether the grouping of fats, greases, and oils is 
considered from the standpoint of value, weight, or interchangeability 
of use, they are so intimately related as to make desirable a common 
basis of rating.” 

Raw Materials and Finished Products .—There is still 
another relationship existing between certain commodi¬ 
ties that may properly be placed under the subject of 

1 Consolidated Classification Case, 54 I. C. C., 1, 63. 


32 


FREIGHT CLASSIFICATION 


competition, and that is the indirect competition between 
raw materials and their products. Crude or raw ma¬ 
terials should, all other conditions being equal, bear 
lower transportation charges than manufactured prod¬ 
ucts. As has been said by the Commission i 1 

“The general rule is that manufactured products bear higher 
rates of transportation than does raw material, and it is founded in 
reason, because ordinarily there is a substantial difference between 
the value of the one and that of the other, and frequently there is a 
greater degree of risk incident to the transportation and care of the 
manufactured product than of the raw material.” 

In the practical application of this principle, it becomes 
necessary in preparing a freight classification to consider 
each industry or article by itself, the sources of produc¬ 
tion of its raw materials, the extent to which such raw 
materials are used in the manufacture of other articles, 
and the competition prevailing with other localities or 
commodities. The following examples are good illus¬ 
trations of this principle: Grains, such as wheat, corn, 
and oats, being the raw material from which prepared 
breakfast foods are manufactured, are accorded lower 
ratings than the prepared foods. 

Lumber, being the raw material from which building 
woodwork, such as doors, moldings, grille work, etc., 
is manufactured, receives lower ratings than the manu¬ 
factured products. It is therefore obvious that when 
ratings upon manufactured articles are changed, due 
regard must be given not only to ratings upon directly 
competitive articles, but also to those on raw material. 

7. Volume of Traffic 

In so far as the classification of freight is concerned, 
volume of traffic refers largely to whether or not an 
article or commodity will likely move in carload or less- 
than-carload lots, altho the probable extent to which 
shipments will be made does to a degree affect the rating 

'East St. Louis Cotton Oil Co., v. St. L. & B. F. R. R. Co., et. al., 20 I. C. C., 37, 40. 


THE EFFECT OF COMPETITION 


33 


of an article. The probable extent to which shipments 
will move, however, has more influence in making the 
rate than in determining the rating, so in this discussion 
the volume of traffic element will be dealt with princi¬ 
pally as pertaining to carload in contrast with less-than- 
carload lots. 

This subject may properly be considered under two 
headings, namely, “Carload and Less-than-Carload Rat¬ 
ings,” and “Minimum Weights Applicable to Carload 
Shipments.” The divisions will accordingly be discussed 
under their respective titles. 

Carload and Less-Than-Carload Ratings .—It is not 
difficult to understand that when the ordinary run of 
freight shipments can be loaded so as to utilize all the 
space in a car to the best advantage, the cost to the car¬ 
rier of transporting each unit in the car is much less than 
if the same shipments were carried in several cars, each 
being loaded from one-third to two-thirds full. Un¬ 
fortunately, tho, in carrying small shipments for a large 
number of shippers, the full utilization of car space is 
seldom possible. 

There are several reasons for this, among them being 
the insufficient number of small shipments offered, the 
irregular sizes and shapes of the packages, and the 
danger of the heavier articles, damaging the lighter ones 
—all of which prevent the proper filling of a car. 

Also, anyone who has had occasion to observe the 
handling of freight on a local freight train, knows that 
the train stops at almost every station for the purpose of 
unloading merchandise consigned to that particular point, 
and loading such freight as may be there awaiting ship¬ 
ment. 

Accordingly, in loading a “merchandise car” to move 
in a local train, space must be allowed to permit the load¬ 
ing of additional freight even before any is unloaded. 
Moreover, the freight must be loaded in “station order,” 
that is, so that a shipment may be readily accessible when 


34 FREIGHT CLASSIFICATION 

the train reaches the station to which the shipment is 
destined. 

It is true that not all small shipments are handled in 
this manner, as the carriers operate so-called “thru pack¬ 
age cars” between large shipping centers. Such cars are 
usually heavily loaded and sent straight thru to destina¬ 
tion, but the carrier has the expense of loading and un¬ 
loading (naturally it costs more to handle packages of 
miscellaneous sizes than those of a uniform size that 
“stow” well); of providing necessary freight houses, 
platforms, and other terminal facilities; and of perform¬ 
ing the large amount of clerical work necessitated by the 
handling of numerous small shipments. 

If, on the other hand, a single shipment is of sufficient 
volume to fill a car, the carrier may furnish a car for that 
one shipment—the shipper to load the freight and the 
consignee to unload it. As the cost of handling one such 
carload shipment is materially less than the cost of 
handling a carload made up of a large number of small 
shipments, it is but reasonable that the advantage to the 
carrier should be reflected in a corresponding advantage 
to the shipper. Therefore, lower ratings are provided 
for many articles when they move in carload quantifies 
than when they move in smaller units. 

Early in its history the Interstate Commerce Com¬ 
mission went on record as acknowledging the propriety 
of special ratings for articles carried in carload lots. 
Thus it stated: 1 

“That a reasonable, fair, and just difference may be made in 
proportion to quantity hauled of the same article in a full carload 
and in less-than-carload lots, and the respective rates charged upon 
each according to weight, is a principle that has been often recognized 
by the Commission. That the rate maker may, and in fact should, 
take into consideration * * * such controlling conditions, in pre¬ 
paring a classification, as bulk and space occupied, the weight of the 
article as compared with its dimensions, its value, whether it can 
be so loaded into a car as to make a full carload, and whether, as a 
matter of fact, it is hauled in carloads are each and all true.” 

1 Harvard Co. v. P. R. R. Co., 3 I. C. Rep., 257, 261. 


THE EFFECT OF COMPETITION 


35 


And further: 1 

“It is obvious that the actual expense of handling less-than-carload 
business is greater than it is for carload traffic. The carload is gen¬ 
erally loaded and unloaded by the shipper, while the less-than-carload 
is handled at both ends by the carrier. In the former case there is 
but one entry for each carload, while in the latter there are from 25 
to 150 for each car, which must be extended upon all the books where 
a minute of the transaction is entered. The expense of providing 
station facilities is very much greater in the case of less-than-carload 
business. 

“In addition to the difference in expense at the terminals, the 
actual cost of hauling is much more in the less-than-carload than in 
the carload. A crew of trainmen average more miles in doing carload 
business than when distributing less-than-carload traffic from station 
to station. The loading of carloads is very much heavier than that 
of less-than-carloads, from which it results, first, that less nonpayment 
weight is hauled in carload traffic, and second, that the car is more 
nearly used up to its capacity.” 

What Entitles a Commodity to a Carload Rating .—As 
it is apparent that carload ratings should be relatively 
lower than less-than-carload ratings on the same article, 
the question arises as to when an article should be given 
a carload rating. We quote the discussion of this subject 
as given in the decision in the Western Classification Case : 2 

“We desire here to direct attention to the fundamental question: 
When is a commodity entitled to a carload rating? Western Classi¬ 
fication No. 50 gives mousetraps a carload rating, and No. 51 denies it. 
No. 50 denies a carload rating to caraway seed, and No. 51 grants it. 
No. 50 grants a carload rate on birdseed, and No. 51 denies it. In 
No. 51 there are carload ratings on shoe pegs and dog biscuits, while 
No. 50 contains no such ratings. Upon what basis should such 
questions be decided? 

“It is apparent that a manufacturer who can ship mousetraps by 
the carload has an advantage over the manufacturer who cannot do 
so, to the extent of the difference between the carload and the less- 
than-carload rate minus the cost of loading and unloading. The 
mousetrap being an article of general use, but restricted volume of 
demand, can conceivably be manufactured in many localities to 
supply a local market. Shipments by the local manufacturer to 
near-by distributing points would naturally be in less-than-carload 
quantities and at less-than-carload rates. 

1 Business Men’s League v. A. T . & S. F . Ry. Co., et. al., 9 I. C. Rep., 318, 345. 

*25 I. C. C., 442, 464. 


36 


FREIGHT CLASSIFICATION 


“If, now, a distant manufacturer can secure a carload rating and 
ship into this local territory thru his jobbers, he may possibly drive 
the local man out of the field, and to that extent and in this respect 
the carload rating leads directly to concentration. On the other 
hand, a denial of a carload rating on mousetraps might prevent a 
superior kind of trap from being introduced in territories which are 
now provided with only an inferior trap, locally manufactured, and 
sold at a high price. Assuming that people are entitled to the best 
quality of mousetraps at the lowest price, the conclusion follows that 
the carload rating of mousetraps has a tendency to improve the 
quality of traps and to reduce their price to the users. 

“The conclusion in which argumentative considerations relating 
to this question reach a point of equilibrium appears to be this, that 
a carload rating should be established for a commodity when that 
commodity can be offered for shipment in carload quantities, unless 
public interests or other valid considerations require the contrary. 
It might be suggested that there should be a reasonable prospect of 
a minimum number of carloads within a certain period of time, but 
this leads to arbitrary limitations when such limitations are not 
inherently necessary. Assuming a proper relation between carload 
and less-than-carload rates, the establishment of carload ratings 
whenever carload quantities are offered will, we believe, meet the 
needs of new and growing lines of industry without discrimination.” 

Another important consideration justifying the carload 
rating is that it is of benefit to the shipping public inas¬ 
much as it has a tendency to broaden markets. If a 
manufacturer can ship his product under carload rates, 
which, as has been pointed out, are lower than less-than- 
carload rates, he not only can build up a greater volume 
of trade, but can broaden his markets by shipping to 
points further from the point of production than if the 
product had to move under less-than-carload rates. 

As stated by the Commission in another case : 1 

“Because of the long-continued practice of carriers to which the 
commerce of the country had adjusted itself, the Commission early in 
its history accepted as valid and justified a carload rate that was less 
proportionally than the rate on a less-than-carload shipment of the 
same commodity.” 

Minimum Carload Weights .—Having determined that it 
is proper to establish a lower rating for a carload ship¬ 
ment than for a less-than-carload shipment of the same 

1 Carstens Packing Co. v. O. S. L. R. R. Co., 17 I. C. C., 324, 328. 


THE EFFECT OF COMPETITION 


37 


article, it becomes necessary to define the word carload 
so that there may be no opportunity for unfair discrimi¬ 
nation. This is accomplished by establishing a carload 
minimum weight, which is the least weight upon which a 
carload rating or rate can be applied. If no minimum 
weight were established upon which to apply a carload 
rating, it would be possible for a shipper to order a car 
for his exclusive use and to load into it a small shipment 
weighing only 200 or 300 pounds. 

It can readily be seen that to have a car which was 
loaded in this manner sealed and forwarded to destina¬ 
tion as a carload—with charges paid according to the 
carload rating on the basis of the actual weight of the 
shipment—would prove highly unprofitable to the car¬ 
riers, and detrimental to the interest of shippers in gen¬ 
eral. There would be no limit to the number of freight 
cars necessary to serve the country, if shippers could, 
without restriction, procure a lower transportation cost 
by reserving cars for their exclusive use than by permit¬ 
ting their shipments to be combined with other sliipments. 

Unless a single shipment is of sufficient volume or 
weight to utilize properly the loading capacity of a car, 
it works a hardship on the carrier to reserve a car for the 
exclusive use of that shipment. The carrier must have 
assurance that the revenue derived from the use of such 
a car will represent a fair return for the service rendered. 

In order, therefore, to insure such adequate return, 
whenever a rating is published to apply on a carload 
shipment of any article, there is shown in connection 
therewith the minimum weight upon which the carload 
rating may be applied. To illustrate: The rating that 
applies on a less-than-carload shipment of books is much 
higher than the rating that applies on a carload shipment 
of books; but the less-than-carload rating applies on the 
actual weight of the small shipment, even tho that weight 
be but 100 pounds, while the carload rating cannot be 
used in connection with a weight less than 30,000 pounds, 


38 


FREIGHT CLASSIFICATION 


which is the carload minimum weight on books. Sup¬ 
pose the shipment of books weighs 5,000 pounds. The 
charge for transportation would be less if the less-than- 
carload rating were assessed on the actual weight than 
if the charge were assessed on the carload minimum 
weight of 30,000 pounds at the carload rating. While 
the carload rating per 100 pounds is lower than the less- 
than-carload rating, the 5,000 pounds would cost more 
on the carload basis, because the minimum carload charge 
is assessed at 30,000 pounds. 

Of course, had the shipment weighed 30,000 pounds or 
more, the carload rating assessed on the actual weight 
would make a lower charge than the less-than-carload 
rating at the actual weight, as the carload rating is lower 
than the less-than-carload rating. In this manner, the 
carriers forestall the individual use of cars for small ship¬ 
ments, and at the same time establish a guaranty of a 
fair return whenever cars are thus reserved for a single 
shipment. 

Different Minimum Weights .—The weight which can 
be loaded into a car of given dimensions is not the same 
for all articles. While it would easily be possible to load 
as much as 36,000 pounds of canned vegetables into a 
standard car, 1 12,000 pounds of empty tin milk cans might 
completely fill it. It is evident, therefore, that it is not 
possible to establish one minimum weight to apply in 
connection with all carload ratings, but that for each 
article to which a carload rating is assigned, a minimum 
weight must be determined which shall represent the 
quantity of that commodity which, under normal con¬ 
ditions, may be loaded into a standard car. 

The effect of naming a minimum weight greater than 
can ordinarily be loaded, is equivalent to raising the 
rating assigned that commodity, and the Commission 
has denounced such practice: 2 


*A standard car is 36 feet long, 8 feet high, and 8 feet, 6 inches wide. 

-The National Hay Association v. L. S. & M. S. Ry. Co., et al., 9 I. C. Rep. 264,305. 


THE EFFECT OF COMPETITION 


39 


“It would manifestly be unjust, under any rule as to minimum 
loads or otherwise, to charge for weight not carried in a car which 
the carrier has furnished and in which on account of its size and the 
nature and bulk of the freight, the required minimum cannot be 
loaded. There may, of course, be some exceptions to such a rule 
in a case where the freight is extremely light in weight in comparison 
with its bulk and of such character as to forbid close packing, but it 
has proper application to general freight which is usually capable of 
being shipped in bulk or in bales or in boxes.” 

The carload minimum weight is fixed principally with 
reference to the average amount of the commodity which 
can be loaded into a standard car. The carriers, how¬ 
ever, have many cars which are larger than the standard. 
In loading articles which are shipped in small units or 
which have not definite shape, such as brick, grain in 
bulk or in sacks, potatoes, etc., it is evident that the load¬ 
ing capacity of the car increases as the length of the car 
increases. If such commodities are shipped in cars of 
extra size, the actual weight will ordinarily exceed the 
prescribed minimum sufficiently to render satisfactory 
return to the carrier. 

There are, however, many other articles such as furni¬ 
ture, empty packing cases, and vehicles, which do not 
load compactly. The space which they occupy is fre¬ 
quently such that an increase in the length of the car does 
not result in a proportionate increase in the weight of the 
shipment. It has, therefore, been found advantageous 
to both shippers and carriers to prescribe a sliding scale 
of minimum weights to apply in connection with articles 
of this character, generally termed “ light and bulky 
articles,” when forwarded in cars other than the standard 
length. The Interstate Commerce Commission, has said : l 

“Classification should aim to provide for the most economical 
movement of freight, and to this end provision should be made for 
the utilization of equipment other than standard under properly 
related charges.” 

The point at which the carload minimum is fixed is 
obviously a matter of great interest to both carriers and 


1 Minimum charges on Bulky Articles, 38 I. C. C., 257, 261. 


40 


FREIGHT CLASSIFICATION 


shippers. The higher the minimum can be fixed without 
retarding the flow of traffic, the greater the return to the 
carrier. On the other hand, to the shipper and receiver 
of freight, a high minimum often means that the less- 
than-carload rates must be used, as commercial condi¬ 
tions frequently affect the amount of goods which a 
merchant can conveniently handle. A merchant in a 
small city can conveniently handle 20,000 pounds of 
flour, but could not as conveniently handle 40,000 pounds, 
on account of the additional space required for storage, 
the additional time required to dispose of the flour, and 
the additional capital involved in the purchase. 

Shippers Favor Low Minimum Weight. —The average 
shipper is therefore in favor of a low minimum weight. 
The interests of the public and the railways are, in this 
matter, apparently in opposition. Of course, in so far 
as the benefit of permanent operating economics are dis¬ 
tributed to the customers of the railways in the form of 
reduced rates, the larger car and the higher minimum 
load, favoring, as they do, more economical handling, are 
of ultimate advantage to the shipper; but the point is 
soon reached where a high minimum more than offsets 
a small reduction in rates. 

While car capacity has a large influence in determining 
the carload minimum that shall be applied to each com¬ 
modity given a carload rating, commercial considerations 
have a very direct bearing in many instances. Commodi¬ 
ties practically identical for transportation purposes have 
been assigned different minimum weights, because, in 
the one case, a relatively high minimum was compatible 
with the customary commercial conditions of shipment; 
whereas, in the other case, such a minimum would se¬ 
verely handicap the shipper on account of the nature of 
the trade generally. 

The Commission makes the following reference to the 
consideration of commercial as well as physical conditions : l 


1 Western Classification Case, 25 I. C. C., 442, 443. 


THE EFFECT OF COMPETITION 


41 


“Carriers should take into consideration both the physical mini¬ 
mum and the commercial minimum in deciding upon a classification 
minimum to govern carload shipments thruout the country, and 
provide themselves with cars of corresponding sizes. What these 
shall be must be determined in the light of all the facts applicable to 
each individual case. The physical minimum is that minimum which 
represents the weight or bulk quantities which can be loaded into 
a car. The commercial minimum is that minimum which represents 
the unit of purchase and sale of the commodity in question as es¬ 
tablished by custom, and the conditions existing in that trade and 
in the territory in which it governs at the time the minimum was 
established. The physical minimum would consider only physical 
loading capacity, while the commercial minimum would consider 
in addition, trade requirements and conditions of manufacture, 
distribution, and consumption.” 


The Gist of Chapter III 

The elements of classification dealt with in Chapter III 
are somewhat different from the ones discussed in Chapter 
II. Competition and Volume of Traffic are not qual¬ 
ities of the articles themselves, but are external con¬ 
ditions which help to fix the transportation price which 
an industry must pay, and the price at which the railroad 
must furnish the necessary service. 

1 . Purpose 

Would the ratings accorded linoleum, floor oilcloth, 
or cork carpeting be influenced by the ratings accorded 
the other articles in this group? Why? 

2. Raw Materials v. Finished Product 

What relationship might be expected to exist between 
the ratings on wooden axe handles and the ratings on 
the lumber from which the handles are cut? 

2. Carload and Less-than-Carload Ratings 

Give three arguments in favor of according lower 
ratings to articles when moving in carload quantities 


42 


FREIGHT CLASSIFICATION 


than to these same articles when moving in less-than- 
carload quantities. 

4. Minimum Weight 

If you were shipping 100 unabridged dictionaries, why 
would it cost less if you used the less-than-carload in¬ 
stead of the carload rating? Which would be the proper 
rating to use if the shipment weighed 30,000 pounds? 

5. When Is a Commodity Entitled to a Carload Rating? 

Which of the following articles do you think should be 
provided with carload as well as less-than-carload 
ratings: potatoes, cameras, wooden fence posts, dental 
cement? On what grounds do you make the distinction? 

6. Fixing Minimum Carload Weights 

Which of the following articles—anthracite coal, 
wrapping paper, bamboo furniture—do you think should 
be given the highest minimum weight? The lowest? 
On what do you base your opinion? 


Chapter IV 


THE ELEMENTS OF CLASSIFICATION 

(l Concluded ) 

Of the seven principal elements discussed in the pre¬ 
ceding chapters, the last was Volume of Traffic. Before 
we can say, however, that we have thoroly covered the 
subject of the effect of volume of traffic on the classifica¬ 
tion of freight, we must consider three subordinate, re¬ 
lated elements. These three are: 

1. Spread between Carload and Less-than-Carload 

Ratings 

2. Any-Quantity Ratings 

3. Trainload Lots 

1. Spread between Carload and Less-than-Carload 
Ratings 

While, as suggested before, the spread or gap between 
carload and less-than-carload ratings is, strictly speaking, 
not a major element of classification, it nevertheless de¬ 
serves consideration. In the Western Classification case 
the Commission urged the establishment of just relations 
between carload and less-than-carload quantities in ac¬ 
cordance with some consistent principle. 

“It appears that an excessive difference between the carload and 
the less-than-carload rates on the same commodity, results in an 
undue preference to the carload shipper of that commodity. Both 
the assignment of a commodity to its place in the classification, and 
the tariff rate made applicable to the respective classes by individual 
carriers, determine the relationship of carload to less-than-carload 
shipments expressed in dollars and cents, which, after all, is the 
relationship which interests the public. 

“It appears to us that one of the great purposes in the construction 
of a uniform classification should be the establishment of just relations 
between carload and less-than-carload quantities in accordance with 


125 I. C. C., 442, 465, 467. 


43 


44 


FREIGHT CLASSIFICATION 


some consistent principle thruout the classification and the rate 
schedules which may be constructed upon it. All the different 
factors which enter into the establishment of a rate should be con¬ 
sidered in the establishment of this classification and tariff-schedule 
relationship. One of these elements which appears so frequently to 
be overlooked, is the difference in cost to the carriers of conducting 
the carload and the less-than-carload traffic. This cost should be 
ascertained as accurately as possible, and due weight given to it in 
determining the classification and rates for less-than-carload quan¬ 
tities as compared with carload quantities.” 

2. Any-Quantity Rating 

An “any-quantity rating,” as its name indicates, is a 
rating assigned to an article or commodity irrespective of 
the quantity that may comprise any one shipment; in 
other words, a rating which disregards the distinctions 
between the less-than-carload and the carload divisions. 

Such a rating is usually assigned to commodities or 
articles which, by reason of their nature or characteristics, 
do not move in carload quantities; or by reason of the 
fact that their utility or use is limited, or that the trade 
has not yet been developed to the extent that carload 
lots are offered for transportation. Examples of articles 
and commodities taking any-quantity ratings are bird¬ 
seed, cameras, cigars, cigarettes, etc. It frequently 
happens, however, that the volume of trade in the par¬ 
ticular article or commodity increases to the extent that 
carload lots are tendered the carriers. In such cases, 
when it can be shown that the carload movement is apt 
to be permanent, less-than-carload and carload ratings 
are usually established. 

There are certain articles or commodities, notably 
shoes and cotton, which are assigned any-quantity ratings, 
notwithstanding the fact that they sometimes (and in 
some instances frequently) move in carload quantities. 
This situation exists for the reason that commercial con¬ 
ditions have been built on the any-quantity basis, and 
any change in the basis of rating would seriously disturb 
trade practices. 


VOLUME OF TRAFFIC 


45 


3. Trainload Lots 

If the reduced operating costs of the carrier constitute 
a justification of the lower ratings assigned to carload 
shipments, why should not the principle be carried out 
to a logical conclusion and still lower ratings be granted 
to commodities shipped in trainloads? ' 

In a trainload consisting of cars which are destined to 
various points, and therefore require reclassification in 
the freight yards, the reduction of operating cost would 
not be sufficiently great, perhaps, to justify a difference 
in rating. But where the trainload is billed to a single 
consignee at one point of delivery, there is unquestion¬ 
ably a very appreciable saving to the carrier in the ex¬ 
pense of handling. Cost-of-service considerations are 
overruled, and trainload ratings refused, however, on 
the ground that they would be opposed to public welfare. 
Industries in which such shipments were practicable 
could then be controlled by a few large concerns. This 
would give rise to monopolies and trade agreements un¬ 
favorable to the consumer. The Commission has stated: 1 

“The mere fact that certain traffic is hauled in trainload lots 
cannot be made the basis of rates different from those applied to 
shipments in single carloads. This is upon the theory that to per¬ 
mit the practice would be in effect to allow lower rates upon a con¬ 
dition which only a few shippers can comply with, and to do an 
injustice to those unable to ship the required quantity.” 

Summary of Elements of Classification 

In summing up the foregoing discussions, it is advisable 
to stress the fact that an element of minor weight under 
certain circumstances, might be of major weight under 
other circumstances. Circumstances alter cases, and in 
classifying freight, the influence of each element is gov¬ 
erned by the concrete facts surrounding the individual 
case. 

1 Wells Lumber Company v. C. M. & St. P. Ry. Co., 38 I. C. C., 464, 465. 


46 


FREIGHT CLASSIFICATION 


As has already been stated, the Interstate Commerce 
Act places upon the carriers the duty of classifying freight. 
In fulfilling this duty it is incumbent upon the carriers 
so to classify such traffic and so to distribute the burden 
of transportation, that each division shall bear its proper 
share. As has been well stated by the Commission: 1 

“Manifestly, in determining what freight rate shall be borne by 
different commodities, an attempt should be made to obtain a fair 
relation between these commodities; and a classification which 
utterly ignores all such considerations or which utterly fails to give 
due weight to such considerations, is unjust and unreasonable.” 

In another case the Commission said: 2 

“That is the governing principle of a freight classification, and it 
arises under the obligation imposed upon carriers by the statute not 
to charge unreasonable or unjust rates, or to impose any unjust 
discrimination or undue prejudice in any respect whatsoever.” 

That the present-day classification of freight has been 
built up without rigid adherence to any set of fixed 
principles, admits of no dispute. In the words of the 
Interstate Commerce Commission: 3 “Classification is an 
art or science in itself.” 

To call classification a science would seem to imply the 
rigid application of certain well-defined laws or rules, 
whereas, if it is viewed as an art, greater leniency and 
modification to meet the requirements of commercial 
conditions are permissible. Certainly, in the history of 
classification practice the art of compromise has been 
much in evidence. The early schedules, crudely ar¬ 
ranged to suit passing needs, were readjusted here and 
there, one time and another, to meet changed conditions, 
but without very consistent application of any fixed 
principles. 

Later issues were evolved from these earlier ones, thru 
a series of compromises underlying which it would be 
difficult to trace even a theoretically scientific adjustment 

1 Nathan Myer v. C. C. C. & St. L. Ry., et. al., 9 I. C. Rep., 78. 

2 The National Hay Association v. L. S. & M. S. Ry., et. al., 9 I. C. Rep., 264, 304. 

3 Chas. R. Ball Lumber Co. v. T. & P. Ry. Co., et. al., 25 I. C., Rep. 437, 453. 


VOLUME OF TRAFFIC 


47 


Frequently the group assignments, which might other¬ 
wise have been made, were disturbed by the force of 
competition between the carriers themselves, particu¬ 
larly when operating under different classifications, or 
by modifications made necessary thru consideration of 
the industrial relations of commodities. 

In recent years, however, competition between carriers 
has been given no consideration, and the making of classi¬ 
fications has been subject to greater refinement. The 
provisions of the classifications have been given greater 
scrutiny to the end that articles which under the early 
issues were classified on bases which were inconsistent 
with transportation characteristics and the classification 
elements surrounding them, have been reassigned to other 
classes. 

It must be understood that freight classification as a 
whole can never reach a fixed position. New commodi¬ 
ties are constantly entering the market, and require 
specific classification; commodities already classified 
change in their nature, or the groupings are disturbed. 
In short, classification is always in a state of change, and 
must necessarily be so in order to keep up with the march 
of progress. 


Gist of Chapter IV 

Sooner or later you will be called on to settle questions 
based on the discussions in this chapter. These topics 
are vital to every man interested in traffic work; argu¬ 
ments given here will doubtless suggest others, and it is 
good practice to line up as many as you can. 

1. No Carload Ratings 

Why have the carriers not provided carload ratings 
for cameras and bird seed? 

2. Trainload Ratings 

On what ground has the I. C. C. ruled against the 
establishment of ratings for trainload lots? 


Chapter V 

EVOLUTION OF CLASSIFICATION SCHEDULES 

As has already been stated, the origin of freight classi¬ 
fication in the United States antedates the first railroads. 
The early stagecoach and wagon routes had a very crude 
method of classifying freight into two divisions: light 
and heavy articles. On the former, charges were quoted 
on a cubic-foot basis, and on the latter, on a 100-pound 
basis. The canal companies had a somewhat more de¬ 
tailed division, and the first railroad classifications were 
modeled largely after these. The schedules of these 
early days of railroading were simple and crude. The 
articles of commerce offered for transportation were few 
in number and could be transported only short distances. 
There was little interchange of traffic between the differ¬ 
ent railroads. Each carrier made its own schedules of 
charges without reference to those maintained by other 
lines. As a result, the schedules differed widely in the 
number of the classes, the articles listed, the bases for 
charges, and in general form. 

Multiplicity of Early Issues .—As the number of rail¬ 
roads and the amount of traffic increased, the number and 
diversity of the classifications increased. It has been 
estimated that there were at one time as many as 138 
distinct classifications in the eastern section alone of the 
United States, each built up independently of all others, 
to serve the needs of the particular road to which it ap¬ 
plied. 

Great confusion resulted. Shippers and even the car¬ 
riers themselves found it difficult to determine correct 
charges. The owners of the freight were frequently sub¬ 
jected to the payment of charges greatly in excess of 
what they had anticipated, and had no definite basis on 
which to demand an adjustment. 

48 


CLASSIFICATION SCHEDULES 


49 


Movement toward Simplified Classifications .—This 
dissatisfaction of the shipping public, together with the 
tendency toward railroad consolidations and the forma¬ 
tion of thru routes over connecting lines, brought about 
efforts on the part of the carriers toward fewer, simpler, 
and more uniform classifications. The first big step in 
this direction was the formation, in 1882, of the “Joint 
Western Classification,” which was adopted by certain 
roads running west from Chicago and each succeeding 
year saw it adopted by additional western roads. 

The movement toward reduction in the number of 
classifications continued steadily, but was given a marked 
impetus by the passage of the Act to Regulate Commerce. 
The very day on which the Act went into effect, April 5, 
1887, was marked by another important step toward 
uniformity—the adoption of the “ Official Classification” 
by approximately eighty-seven of the carriers operating 
north of the Ohio and Potomac rivers and east of a line 
roughly drawn from Chicago to St. Louis. By 1889 
lines south of the Ohio River and east of the Mississippi 
River had adopted the Southern Railway and Steamship 
Association Classification. 

The adoption of these three great territorial classifi¬ 
cations—Official, Southern Railway and Steamship, and 
Joint Western—completed the framework of the present 
interstate classification structure, composed of the Offi¬ 
cial Classification, the Southern Classification, and the 
Western Classification. 

It will be noted that the term “Official” does not 
mean that the other two classifications—Southern and 
Western—are not official , but is merely an arbitrary 
title fixed at the time the Official Classification was 
adopted. 

Efforts to Secure Uniformity in Classification .—From 
its very beginning the Inter tate Commerce Commission 
recognized the importance of a uniform classification to 
govern the movement of freight in all parts of the country, 


50 


FREIGHT CLASSIFICATION 


and in 1888 clearly stated its position in the following 
summary : l 

“1. Uniformity in classification, as fast and as far as it can be accom¬ 
plished without serious mischiefs, is desirable. 

“2. There is gratifying progress in the direction of unification, 
and it has been very marked within the last year. 

“3. So long as the carriers appear to be laboring towards unification, 
with reasonable diligence and in good faith, it is better that 
they should be encouraged and stimulated to continue their 
efforts than that the work should be taken out of their hands. 
“4 In view of the mischiefs that would flow from sudden changes, 
ample time should be given for the purpose. Uniform classifi¬ 
cation can be wisely and safely made only by careful study 
and deliberate action, and the adjustment of rates to it 
needs corresponding caution and deliberation.” 

Soon after the passage of the Act to Regulate Com¬ 
merce, representatives of the eastern and western lines 
met for the purpose of unifying the Official and W estern 
Classifications. Unfortunately, just at this time a series 
of rate wars interrupted the harmony between the in¬ 
terested lines, and nothing was accomplished. The 
next year (1888) a resolution w r as passed in the House 
of Representatives requiring that the Interstate Com¬ 
merce Commission should prescribe a uniform classifi¬ 
cation by January 1, 1889. 

This resolution was not acted upon by the Senate, rep¬ 
resentations having been made that if the railroad com¬ 
panies were given further time, they would obviate the 
necessity of congressional action. Prompted by the 
probability of legislative action, and urged thereto by 
pressure constantly brought to bear by the Commission, 
a convention of traffic officials of transportation com¬ 
panies met in December, 1888, for the purpose of con¬ 
sidering uniformity of classification. This convention 
selected a standing committee of sixteen members, two 
from each of eight traffic associations, whose duty it was 
to endeavor to combine the existing classifications in one 
general classification. A great deal of work was done 

1 Second Annual Report, I. C. C., 1888, 41. 


CLASSIFICATION SCHEDULES 


51 


by this committee, and in June, 1890, a classification 
was agreed upon and recommended for adoption by all 
the roads on January 1, 1891. 

Delay in Securing Uniformity .—Unfortunately, the 
proposed uniform classification failed to receive the ap¬ 
proval of certain of the interested associations. 1 

“When January, 1891, came, the time fixed for the adoption of the 
proposed uniform classification was postponed until March 1, 1891, 
at which time no action was had. With March 3 came the adjourn¬ 
ment of Congress, and with its adjournment all further efforts on the 
part of the carriers toward a uniform classification came to an end.” 

The lack of success of this important work was disap¬ 
pointing to the Interstate Commerce Commission, as it 
had consistently advocated a uniform classification that 
would be worked out and agreed upon by the carriers 
themselves. In its report to Congress in December, 
1891, 2 the Commission indicated that it did not feel 
justified in asking for the further efforts of the carriers 
the same measure of indulgence which from time to time 
it had theretofore suggested should be extended and 
which was thought to be required in the public interest. 

The Commission urged that legislation be enacted 
which would compel the railroads to adopt a uniform 
classification within one year, or, in default of such ac¬ 
tion, would authorize the Commission or some other 
public authority to do so. In annual report after annual 
report, this attitude was steadfastly maintained. 

Efforts toward Uniformity Resumed .—Finally, the 
railroads took up the problem again. A committee of 
fifteen traffic officers, five from each classification terri¬ 
tory, was appointed in 1907. After devoting three 
months to investigating the question, this temporary 
committee reported that while it failed to agree with the 
Commission that uniform classification was immediately 
practicable, it was of the opinion that uniformity could 

l Westem Classification Case, 25 I. C. C., 442, 457. 

*Fifth Annual Report, I. C. C. t 1891, 33. 


52 


FREIGHT CLASSIFICATION 


ultimately be worked out along intelligent and satis¬ 
factory lines. 

In order to make the three territorial classifications 
uniform it was necessary that they be remodeled in five 
different respects, viz.: 

1. Rules and Regulations 

2. Description of Items 

3. Minimum Carload Weights 

4. Number and Designation of Class Divisions 

5. Assignment of Items to These Divisions 

The committee concluded that uniformity in the matter 

of rules, description of articles, packing requirements, and 
minimum carload weights was possible; and as such 
standardization would do much to improve classification 
conditions, recommendation was made that a permanent 
committee be appointed to accomplish it. Accordingly, 
in April, 1908, the carriers appointed a committee of 
twenty-one executive traffic officials. This committee, 
in turn, organized a working committee of nine men, 
three from each of the classification territories, who gave 
their whole time to the task of revision. 

The committee on uniform classification did a great 
amount of work. Its members sought information at 
first hand thru numerous conferences with shippers and 
by personal visits to manufacturing plants and districts. 
As the committee reached agreement on the various 
points considered, recommendations were made to the 
territorial classification committees. Some of the rec¬ 
ommendations thus made were adopted and incorporated 
into the classifications, while others, for one reason or 
another, were not approved. 

After many years of untiring effort on the part of the 
committee approximately 82 per cent of the Official, 
73 per cent of the Southern, and 87 per cent of the West¬ 
ern Classifications, respectively, had, in so far as the item 
descriptions 1 were concerned, been made to conform with 

Utem description includes kind of article or commodity, packing specifications, and 
minimum and estimated weights. 


CLASSIFICATION SCHEDULES 


53 


the uniform recommendations. But the final and more 
difficult step, the adoption of identical divisions, contain¬ 
ing identical items, had progressed but little. 

It had become more and more evident that under the 
prevailing conditions a classification uniform in all re¬ 
spects Could be evolved only by setting aside entirely 
the classifications then in use, and recasting the whole 
system in accordance with well-defined principles and 
without reference to the existing classifications. Such 
a sweeping change was not and has not been deemed ad¬ 
visable, as it would almost of necessity result in wide¬ 
spread commercial disturbances. 

Because the location of most large industries is predi¬ 
cated on the transportation cost of fuel, raw materials, 
and distribution of the finished product, a considerable 
change in any one of these items of cost might prove dis¬ 
astrous. This would be true particularly in cases where 
the change worked to the disadvantage of industries lo¬ 
cated in one community and did not similarly affect the 
producers of like commodities in another community. 1 

The Consolidated Freight Classification —Under author¬ 
ity conferred upon him by the army appropriations bill of 
1916, the President of the United States, on December 
26, 1917, issued a proclamation placing the majority of 
the railroads in the United States under federal control, 
and appointed a Director General of Railroads to act as 
his representative and be the controlling head in the 
operation of the railroads and matters pertaining to 
traffic. Thus was brought about the temporary cen¬ 
tralization of authority to such an extent that the Director 
General of Railroads had the power to subordinate to the 
general good the various and ofttimes conflicting in¬ 
terests of the individual rail carriers. This presented an 
opportunity of taking a long step toward a uniform 
classification over practically the entire United States. 

i An interesting history of the attempts to secure uniformity in classification, which 
shows how a consolidated classification was finally accomplished, is contained in the 
report of the Commission in the Consolidated Classification Case contained in Vol. 54 
ol the Commission’s reports. 


54 


FREIGHT CLASSIFICATION 


Any long-continued controversy, in which the interests 
of the contestants cannot be reconciled, usually results 
in a compromise. It had become apparent to the Inter¬ 
state Commerce Commission, in view of the progress al¬ 
ready made, that a complete unification of the rules and 
description of articles in the Official, Southern, and West¬ 
ern Classifications was feasible. Accordingly, early in 
1918, the Commission asked the carriers why they could 
not, by January 1, 1919, or sooner, consolidate the three 
general classifications into one volume containing one set 
of uniform commodity descriptions with three rating col¬ 
umns, one for each territory, and with one set of stand¬ 
ardized rules. 

Shortly thereafter, the Director of Traffic, Railroad 
Administration, after conferring with the Commission, 
appointed a special committee of experienced classifica¬ 
tion men to carry out the work of formulating a consoli¬ 
dated classification. This special committee consisted 
of five members, being composed of the chairman of the 
committee on Uniform Classification, the chairmen of the 
Official and Western Classification committees, a member 
of the Southern Classification Committee, and the Com¬ 
mission’s classification agent. 

The committee prepared a “Proposed Consolidated 
Classification,” which was submitted to the Interstate 
Commerce Commission by the Director General of Rail¬ 
roads, with the request that the Commission make rec¬ 
ommendations as to the advisability of adopting it. 
Shortly after the preparation of this Proposed Consoli¬ 
dated Classification, the Uniform Classification Com¬ 
mittee, organized in 1907, was abolished. 

While the framing of the Consolidated Classification 
was not intended as a revenue measure, either upward or 
downward, the unification of the rules and descriptions, 
particularly in so far as minimum weights were concerned, 
could not be accomplished without affecting revenue. 
Changes in ratings were made by the special committee 


CLASSIFICATION SCHEDULES 


55 


in charge of the work, only where changes in descriptions 
made this necessary. The representative of each classi¬ 
fication committee, however, undertook a realignment 
of ratings in his own classification. In doing this, the 
desirability of uniformity was evidently kept in view. 

The number of changes thus brought about in the three 
classifications are indicated by the table below 1 . 


Number of Changes in the 
Classification 


Nature of Changes 



Official 

Southern 

Western 

Total 

Increase in Ratings. 

890 

2,574 

898 

393 

3,857 

1,840 

141 

Reduction in Ratings. 

478 

464 

Carload Ratings Eliminated. 

136 

1 

4 

Increases in Minimum Weights. 

342 

599 

194 

1,135 

Reductions in Minimum Weights. 

229 

73 

61 

363 

Carload Minimum Weights Subject to 
the Graduate Scale. 

39 

49 

132 

220 

Additions or New Items. 

1,144 

1,665 

425 

3,234 


Total. 

3,258 

5,859 

1,673 

10,790 



The Commission instituted, held, and completed public' 
hearings, and made certain recommendations to the 
Director General. The recommendations of the Com¬ 
mission, where made, were, with some exceptions, fol¬ 
lowed by the Director General and the carriers in formu¬ 
lating Consolidated Freight Classification No. 1, which 
was published December 10, 1919, and became effective 
December 30, 1919. 

The Consolidated Classification is not a uniform classi¬ 
fication in the full sense of the term, because all the rat¬ 
ings are not uniform, and the identity of the Official, 
Southern, and Western Classifications is preserved. In 
other words, from a legal or technical standpoint, it is 
three classifications in one volume, but it nevertheless 
represents a long step toward complete uniformity, 
which some day may be brought about. 


>54 i. c. c., 5. 



















56 


FREIGHT CLASSIFICATION 


Gist of Chapter V 

Present conditions often appear very complex and 
difficult to understand before we know how they came 
about. A short sketch of how the railroads have issued 
their classifications since they first began to carry freight, 
explains many of the points in freight classification at 
the present time. 

1. Disadvantages of Numerous Classifications 
How would a large number of separate classifications, 
each applying over only a small territory, affect you if 
you were the traffic manager for a mail order house trying 
to build up a business extending over the whole country? 

2. Efforts to Secure Uniformity 
Summarize the attitude of the Interstate Commerce 
Commission toward uniform classification, as expressed 
in its second annual report. 

3. Changes Necessary to Bring about Uniformity 
In what five respects did the existing classifications 
differ from one another at the time the work on the Con¬ 
solidated Classification was undertaken? 

4- Harmful Results of Radical Changes 
How might an entirely new classification built along 
scientific lines, without reference to existing relationships, 
work to the advantage of a plant located at one point 
and to the disadvantage of a competing plant located 
at another point? 

5 . Consolidated Classification not a Uniform Classification 
The Official, Southern, and Western Classifications, 
which were formerly published separately, are com¬ 
bined in the Consolidated Classification. In what 
respects is this consolidated issue not a uniform classi¬ 
fication? 


Chapter YI 


FREIGHT CLASSIFICATIONS AND THEIR 
APPLICATION 

How the process of elimination and absorption of indi¬ 
vidual lines’ classifications finally resulted in a division 
of the United States into three great territorial classifica¬ 
tion groups, has already been explained. The section 
of the country north of the Ohio and Potomac rivers and 
east of Lake Michigan and the Illinois-Indiana state line, 
is Official Classification Territory; south of the Ohio and 
Potomac rivers and east of the Mississippi River is 
Southern Classification Territory, and the remainder of 
the country is Western Classification Territory. 

Boundaries of Classification Territories .—While these 
boundaries 1 portray the grouping in a general way, they 
should not be interpreted too literally. The history of 
classification development indicates that a classification 
reflects the traffic requirements of the carriers in whose 
behalf it is issued. There is no definite line which marks 
the termination of the Western and the beginning of the 
Official Classification lines. As the territory in which 
these different lines operate overlaps in many instances, 
the jurisdiction of the territorial classifications also over¬ 
laps. This condition is strongly reflected in the state of 
Illinois, which is a sort of “no man’s land” claimed by the 
eastern carriers as belonging to Official Classification 
Territory, and by the western carriers as belonging to 
Western Classification Territory. 

Application of Classifications .—The exact boundaries 
of the classification territories are relatively unimportant, 
for one of the requirements of the Interstate Commerce 
Commission is that every class-rate tariff shall show the 
name of the classification by which it is governed. 

1 Refer to Atlas of Traffic Maps. 

57 


58 


FREIGHT CLASSIFICATION 


It rests with the carrier or carriers issuing such a tariff 
to decide which classification is best suited to the re¬ 
quirements of the tariff which it covers, and the classifi¬ 
cation to apply on a particular shipment is determined 
by the classification specified in the tariff carrying the rate 
and not by the territory in which the shipment moves. 

As a general rule, each of the three major classifications 
governs interstate shipments moving wholly within the 
area bearing its name. For example, the Official Classi¬ 
fication governs business moving between New York City 
and Cleveland, Ohio; the Southern Classification, business 
moving between Knoxville, Tenn., and Atlanta, Ga.; and 
the Western Classification, business moving between 
Kansas City, Mo., and Dallas, Tex. This, however, 
does not signify that one of the other classifications may 
not govern shipments moving to or from such territory, 
for there are numerous cases in which one classification 
does apply to some extent in another territory. 

Published Thru Rate v. Combination Rate .—When 
there is a published thru rate applying between two 
points, one classification governs the entire haul, whether 
or not both points are in the same classification territory. 
If, however, no thru rate is published and two or more 
separate rates must be used to determine the thru charge, 
such separate rates, carried in different tariffs, may be 
governed by different classifications. As stated above, a 
classification applies only as shown by the tariff carrying 
the particular rate, either the published thru rate or the 
separate rates covering each part of the movement. 

Illustrating the published-thru-rate phase, there are 
published-thru-class rates applying on shipments originat¬ 
ing at New York, which is in Official Classification Terri¬ 
tory, when destined to San Francisco, which is in Western 
Classification Territory. In such a case, the tariff nam¬ 
ing the thru rate states that it is governed by the Western 
Classification; hence the Western Classification governs 
the entire way from New York to San Francisco. 


APPLYING FREIGHT CLASSIFICATIONS 


59 


Illustrating the no published-thru-rate phase, there is 
no published thru class rate applying on a shipment origi¬ 
nating at New York City when destined to Lincoln, Nebr.; 
but the thru rate is arrived at by adding the rate from 
New York to St. Louis, shown in one tariff, to the rate 
from St. Louis to Lincoln, shown in another tariff. The 
first tariff shows that the rate is governed by the Official 
Classification, while the second one shows that it is gov¬ 
erned by the Western Classification. Therefore, the 
Official Classification would apply from New York to 
St. Louis, and the Western Classification from St. Louis 
to Lincoln. 

The general application of the three interstate classi¬ 
fications will now be briefly described, but it must be 
understood that the information given really represents 
in a very general way the requirements of the tariffs 
governing the various traffic movements, and one must 
always be on the lookout for exceptions. 

Official Classification .—The Official Classification, as 
a rule, governs interstate shipments moving entirely 
within Official Classification Territory. It also governs 
between Official Classification Territory and Eastern 
Canada. 

To a considerable extent, it governs between Official 
Classification Territory and points west of Lake Michi¬ 
gan, as far as St. Paul and Duluth, Minn. 

Southern Classification .—The Southern Classification, 
as a rule, governs interstate shipments moving wholly 
within Southern Classification Territory. Where thru 
rates are published between Official and Southern Classi¬ 
fication territories, as a rule the Southern Classification 
governs. It governs only to a limited extent on ship¬ 
ments between Southern and Western Classification 
territories, notably between Milwaukee, Wis., certain 
points on the Missouri River, and some points in the 
state of Missouri on the one hand and Southern Classi¬ 
fication Territory on the other. 


60 


FREIGHT CLASSIFICATION 


Western Classification .—The Western Classification, 
as a rule, governs interstate shipments moving wholly 
within Western Classification Territory. It governs to a 
limited extent between points in Western Classification 
Territory and points in Canada. Where thru rates are 
published between Official Classification Territory or 
Southern Classification Territory, on the one hand, and 
Western Classification Territory on the other, the Western 
Classification usually applies. 

Intrastate Classifications .—In addition to the classifi¬ 
cations which have been enumerated and which are 
known as interstate classifications, there are a number of 
inteastate, or so-called “state” classifications, which, with 
some exceptions, apply on traffic moving wholly within 
a particular state. 

While these state classifications follow the major inter¬ 
state classifications more or less closely in general outline 
and content, they differ in many respects—not only in 
ratings, but also in rules and minimum carload weights. 
As each state classification also differs in many ways 
from other state classifications, and as they apply mainly 
only locally within their respective states, it is not essen¬ 
tial to treat them in detail. 

Each of the following states prescribes a state classi¬ 
fication for freight moving wholly within its respective 
boundaries: Alabama, Florida, Georgia, Illinois, Iowa, 
Mississippi, Nebraska, and Virginia. Such a classifi¬ 
cation that governs within one state is ordinarily under 
the jurisdiction of that state’s regulatory body, in so far 
as its application to state traffic is concerned. When 
such a classification is under any circumstances to apply 
to interstate traffic, it must be filed with the Inter¬ 
state Commerce Commission. 

On traffic moving wholly within a state that has no 
prescribed state classification, the interstate classifica¬ 
tion that applies in the territory in which the particular 
state lies, ordinarily governs. 


APPLYING FREIGHT CLASSIFICATIONS 


61 


For a detailed knowledge of the different state classi¬ 
fications it is, of course, necessary to study the individual 
issues. 

Canadian Classification .—The Canadian Classification 
governs on traffic moving wholly within the Dominion 
of Canada, whether interprovincial or intraprovincial, 
that is, between provinces, or between points in the same 
province. In some instances, where there are published 
thru rates and the tariff naming the rate so specifies, the 
Canadian Classification applies on shipments moving 
from Canada into the United States, and vice versa; and 
also on shipments that originate in Canada, move thru 
part of the United States, and back into Canada to des¬ 
tination. 

The Canadian Classification is published by the Cana¬ 
dian Freight Association with headquarters at Monreal, 
Quebec. By referring to the reproduction of the title 
page of this classification shown in Figure 2, it will be 
noted that the classification is subject to.the approval 
of the Board of Railway Commissioners of Canada. 

Inasmuch as this classification governs certain tariffs 
naming thru rates on traffic between the United States 
and Canada, it is required that the classification be filed 
with the Interstate Commerce Commission as indicated 
by the I.C.C. number in the upper right-hand corner 
of the title page as well as by other notations on 
that page. 

Mexican Classification .—The Mexican Classification 
governs on traffic moving wholly within the Republic 
of Mexico. There are no published thru class rates be¬ 
tween points in the United States and points in Mexico, 
and therefore the use of the Mexican Classification does 
not cross the international boundary line. 

On shipments from Mexico to the United States, the 
Mexican Classification governs on the part of the move¬ 
ment within Mexico, and the Western Classification gov¬ 
erns on the part within the United States. 


ADDITIONS—ADVANCES—REDUCTIONS—RE-ISSUES 


Only three Supplements to this Classification 
will be in effect at any time. 


I C C. No. 1 

Cancels l.C.C. No.. 2, 
T. MARSHALL. AgesL 


CANADIAN 

FREIGHT CLASSIFICATION 

No. 16 


CANCELS CANADIAN CLASSIFICATION No.. 15 


APPROVED BY BOARD OF RAILWAY 
COMMISSIONERS FOR CANADA 


APPLIES ON FREIGHT TRAFFIC COVERED BY TARIFFS ISSUED 
SUBJECT THERETO 


Whenever, on traffic which is subject to the jurisdiction of the Interstate Commerce Commission, 
a carload (or a less-than-carload) commodity rate is established, it removes the application of the class 
rates to or from the same points on that commodity in carload quantities (or less-than-carload quantities, 
as the case may be), except when and in so far as alternative use of class and commodity rates is 
specifically provided for by including indifferent sections of‘one and the same tariff such class and 
commodity rates, and by including in each section of such tariff the specific rule "If the rates in 

section-of this tariff make a lower charge on any shipment than the rates in section-of this 

tariff the rates in section-will be applied.” 


ISSUED AND FILED WITH THE INTEP.STATE COMMERCE COMMISSION BY G. C. RANSOM 
AS AGENT FOR THE INDIVIDUAL CARRIERS SHOWN HEREIN 


ISSUED JANUARY 20, 1913 


EFFECTIVE MARCH 1, 1913 


PUBLISHED BT 


CANADIAN FREIGHT ASSOCIATION 


G. C. RANSOM CHAIRMAN 
CANADIAN EXPRESS BUILDING 
MONTREAL. QUE. 



filed with the Interstate Commerce Commission. 


62 












APPLYING FREIGHT CLASSIFICATIONS 


63 


On traffic from the United States into Mexico, the 
Western Classification governs up to the border, and the 
Mexican Classification applies beyond. (The Mexican 
Classification is not on file with the Interstate Commerce 
Commission. It is printed in both English and Spanish.) 

Establishing Interstate Classifications. —The three 
major classifications, as contained in the Consolidated 
Freight Classification, are not formulated by the indi¬ 
vidual carriers, but by classification committees which 
are composed of representatives of the carriers operating 
within the respective classification territories; and these 
representatives act as the agents of the carriers in formu¬ 
lating and publishing a classification. The names and 
headquarters of the committees are: 

1. Official Classification Committee, New York City 

2. Southern Classification Committee, Atlanta, Ga. 

3. Western Classification Committee, Chicago, Ill. 

4. Consolidated Classification Committee, Transpor¬ 

tation Building, Chicago, Ill. 

Each committee is composed of a given number of 
representatives of the carriers within its respective terri¬ 
tory, devotes its entire time to classification work, and 
periodically holds open meetings for the consideration 
of such matters as may properly be brought before it. 
The chairmen of these three committees compose the 
Consolidated Classification Committee. It is their duty 
to co-ordinate the work of the territorial committees and to 
publish the Consolidated Freight Classification. 

How to Secure Additions to or Changes in Classifica¬ 
tion. —The very nature of a freight classification makes 
it subject to almost constant changes. Each of the 
committees receives a great many requests from both 
the public and the carriers for changes in the classify 
tion. In order that all interested parties may be given 
due notice and a fair hearing of the proposed changes, the 
committees hold public hearings on dates announced in 


64 


FREIGHT CLASSIFICATION 


advance. Notice of the exact time and place at which 
these public meetings will be held is given thru the public 
press and transportation journals, and officially thru 
dockets which are issued by the Consolidated Classifica¬ 
tion Committee. Figure 3 is a reproduction of the front 
cover page of such a docket, while Figure 4 shows a 
page taken from a docket. 

The degree of publicity given the hearings, in addition 
to making accessible information in which shippers are 
interested, has had a marked tendency to create interest 
in the hearings and has aided materially in the adjust¬ 
ment of vexatious problems. 

At these hearings any interested party may appear in 
person or thru a representative, or he may submit a 
written communication to set forth his reasons why such 
proposed changes should or should not be made. Such 
hearings are more or less informal, and no hard-and-fast 
rules as to evidence that may be submitted are prescribed. 
Shippers or carriers who contend for or against a change 
in the classification, however, should endeavor to fortify 
themselves with all the data which bears upon the case 
that can possibly be obtained, for in this tribunal the 
representatives of both shippers and carriers are certain 
to find traffic experts that are not to be led astray by 
specious arguments or figures founded on anything but 
fact. 

When a shipper desires to have some addition made to, 
or a change made in, the classification, there are two 
channels open to him. He may make application to one 
of the three separate classification committees, or he may 
apply direct to the Consolidated Freight Classification 
Committee. 

When the petition pertains to other than a change in 
rating, the handling of the matter is expedited by pre¬ 
senting it direct to the Consolidated Classification Com¬ 
mittee; but when the desired change affects only the 
rating in a single territory, it is advisable to submit the 


Consolidated Classification Committee 

Official Classification — Southern Classification — Western Classification 

DOCKET No. 7 

Hearings of the Official, Southern and Western Cfassifcifian Committees 

JULY, 1921 

For consideration of petitions for changes in rules, descriptions, ratings 
and minimum weights as set forth herein 

AT 

Hotel Ansley, Atlanta, Ga., July 13, 1921 

Room 408, 143 Liberty St., New York, N. Y., July 18, 1921 

1830 Transportation Bldg., Chicago, 111., July 25-29, 1921 

(Time of hearing at Chicago on each subject as shown herein) 

(At New York, hearings by appointment. Apply to F. W. Smith, Chairman, Official 
Classification Committee, for assignment) 

(At Atlanta hearings, subjects will be heard in docket order) 


Proposed changes in Classification descriptions, minimum weights and ratings as shown in this docket, whether 
initiated by shippers or carriers, after public hearing, may be deflated or farted from as warranted after consideration of 
the information and facts submitted. 


Official Oassificafioa Committee 
A. H. GREENLY, 

G. H. KELLAND, 

C. C. McCAIN, 

F. W. SMITH, Chairman 


Southern Classification Committee 
J. N. STEAD WELL, 

E. K. VOORHEES, 

J. E. CROSLAND, Chairman 


CHICAGO, ILL., JUNE 20, 1921 


Western Qusifkaiioa Committee 
H. C. BUSH, 

W. E. PRENDERGAST, 
R. C. FYFE, Chairman 


Tbo BUJttly FTlnCag Cospiar. Chteaao 


Figure 3. Business is constantly undergoing changes and expansions. A freight 
classification which was not open to revision to meet these changing conditions would, 
of course, be undesirable. It is for that reason that the Classification committees 
hold public meetings at which the public may present arguments for such changes. 
These meetings are announced in advance by publication in what is known as a 
docket, the title page of which is reproduced on this page. 


65 







[Hotel Ansley, Atlanta, Ga., July 13, 1921. 

Hearings Room 408, 143 Liberty St., New York City, July 18, 1921. 
[1830 Transportation Bldg., Chicago, Ill., July 25, 1921. 


5 

»o 

03 

<a 

MO 

H 

© 

s 

8 

6 

09 

Consolidated Freight Classification No. 2. 

Classification Suggested. 

M 

O 

< 

* 

E 

ARTICLES 

RATINGS 

ARTICLES 

RATINOS 

Official 

Southern 

I 

1 

•3 

3 

o 

Southorn 

I 

1 

1.55 

p. in. 

29 

118 

12 

Case Hardening Compound, 

N.O.I.B.N.: 

In bags, barrels or boxes, L. C. L. 

In packages named, C. L., min. wt. 
36,000 Ids.. 

3 

5 



•Case Hardening Compound, 

N.O.I.B.N.: 

In bags, barrels or boxes, L. C. L. 

In packages named, C. L., min. wt. 
36,000 lbs.. 

3 

6 













2.00 
p. m. 

30 



Not specifically provided for. 




Cases: 

• Mine Primer: 

In boxes, L. C. L... *. 

In boxes, C. L., min. wt. 10,000 lbs., 
subject to Ruje 34.. 

2 

3 

2 

3 

3 

3 




2.05 
p. m. 

31 

121 

8 

Chains: 

Belting or Sprocket: 

Steel, machine finished: 

Noe provided for in bundles. 




•Chains: 

Belting or Sprocket: 

Steel: 

Machine finished; 

In bundles, L. C. L... 

In bundles, C. L., min. wt. 36,000 
lbs. 

4 

5 








2.10 
p. ID. 

32 



Clothing, secondhand: 

Rated same as new clothing. 




• Clothing, Blankets or Comforts, 
Government, old: 

In bales or boxes, L. C. L. 

In bales or boxes, C. L., min. wt. 40,000 
lbs.. . . :.'.. 

. 

4 

5 

• 






2.15 
p. m. 

33 

147 

26 

Dry Goods: 

Cotton Cloth, asphaltum coated, 
in burlapped bales or rolls,or in boxes 

1 

3 

I 

Dnr Goods: 

• Cotton Cloth, asphadtum coated: 

In burlapped bales or rolls, or in boxes, 
L. C. L. 

3 

5 

3 

3 

1 

I 

In packages named, C. L., min. wt. 
36,500 lbs... 


2.20 
p. m. 

34 



Not specifically provided for. 




•Cookers, Steam Pressure, cast alumi¬ 
num: 

In barrels or boxes, L. C. L. 

In barrels or boxes, C. L., min. wt. 
20,000 lbs., subject to Rule 34. 

1 

3 

3 

1 

3 



2.25 

p. m. 

35 

134 

1 

Coops or Crates, Animal or Poultry: 

Other than shipping: 

Wood and wire combined: 

No provision for bundles. 




•Coops or Crates, animal or poultry: 
Other than shipping: 

Wood and wire combined: 

S. U., loose. 

K. D. flat or folded flat, in bundles, 
L.C.L. 

Dl 

2 

Dl 

2 

Dl 

2 

2.30 
p. m. 

36 



Not specifically provided for. 




Copper, Brass or Bronze: 

• Rods, Unfinished: 

In coils, L. C. L. 

In coils, C. L, min. wt. 40,000 lbs... 

3 

5 







2.35 
p. m. 

37 

135 

1 

Copper, Brass or Bronze: 

Scrap, in pieces less than 60 lb3., car¬ 
loads: 

No provision for acceptance loose. 




•Petitioner requests privilege of shipping 
loose, carloads, without restriction to 
size of pieces. 




2.40 

p. 171. 

38 

141 

8 

Culverts, Plate or Sheet Iron, K. D., 
taken apart lengthwise, etc.: 


5 

6 


•Culverts, Plate or 8heet Iron, K. D., 
taken apart lengthwise, etc.: 

L. C. L. 


6 

or 

Troo 

.... 

C. L-, min. wt. 36,000 lbs. 


. ... 

C. L., min. wt. 36,000 lbs. 







2.45 
p. ro. 

39 

144 

13 

Disinfectants, other than Medicinal, 
N.O.I.B.N.: 

Other than liquid: 

No provision for acceptance in double 
bags. 




•Disinfectants, other than Medicinal, 

N.O.I.B.N.: 

Other than liquid: 

In double bags, L. C. L. 

In double bags, C. L., min. wt. 30,000 
Ibe.... 

3 

5 

3 

5 

3 

5 

2.50 

p. m. 

40 

115 

10 

11 

DOOR HANGERS AND HANGER 
PARTS: 

Barn, Car or Warehouse Door 
Hanger Rails or Tracks, iron or 
steel, or iron or steel and wood 
combined: 

In boxes, bundles or crates, L. C. L... 
In packages named, C. L., min. wt. 
36,000 lbs. 


4 

4 


DOOR HANGERS AND HANGER 

PARTS: 

* Barn, Car, Fire or Warehouse Door 
Hanger Rails or Tracks, iron 
or steel, or iron or steel and 
wood combined: 

In boxes, bundles or crates, L. C. L-.. 
In packages named, C. L., min, wt. 
36,000 lbs. 


3 

5 


(Continued) 



Continued) 




•Proposed by shippers. •Proposed.by carriers. 5 


Figure 4. The above is a reproduction of a page from the docket referred to in Figure 
3. Notice at the top of the page that public hearings are held in Atlanta, headquarters 
for Southern Territory; in New York, headquarters for the Official Territory, and in 
Chicago, headquarters for the Western Territory. The articles on which changes have 
been requested are listed in bold face type. These docket pages are the working sched¬ 
ule of the public hearings of the committee. 





66 





































































































The Western Classification Committee 

1830 Transportation Building, Chicago, Illinois 
PETITION FOR CHANGES IN CLASSIFICATION 

DATE-August- -30,-1921. 

ARTICLE-AixtQtaohile--F-ender-S--or- Mud-Guards______— 

USES—MaDufactur_ad.arui-S£dd-far—u3e--©»-Fard_ Automobilos.-excl-uslvol-y- 

VALUE—Eron±.-fendjars-.$2.8&- -each. -««-lieax-fende.ps-$2»30--each---— 

WEIGHT—Per Cubic Foot as Packed for Shipment (Important)—Erant-£u.74-lha.--._Roar-j6.17-.lbfl» 

VALUE—Per Cubic Foot (Important) Front .0754 cents - Rear . OBK cantp_ __ 

HOW PACKED FOR SHIPMENT_*lD-JfQ0dfin.crAt88_-_Joefi±fld.-.£.fendflrfiuJji.a.jiEata. ^ 

IF SHIPPED K. D., TO WHAT EXTENT. 


CONSTITUENT ELEMENTS---Sheat-fi±fiel.±hinnBX-.th£m..U..iU-StAndard..gaugaJJo^. 


EXTENT OF CARLOAD MOVEMENT—llano,lm dor .pr-aaoct.-carload-minimum.-acolght_ 

JCIth. _a - C/L .niru. .weight_ of .120QQ _ 1 ha_ .entimaiud .mov-ament. A - car-s - per- -month-- 

AVERAGE WEIGHT LOADED IN STANDARD 36-FOOT CAR-11260. RQunda.. 

-Maxlrjan. that .nan.bo loadnd.lrt .standard.-36 _ft-^-car. .12SOQ--lbs.,— --- 

TERRITORY TO WHICH CARLOAD SHIPMENTS MOVE--YJxtually_entire_mited._Sta±ja* - 
Jdrin.aipelly.TeA.es^.XanscA^.Mi&SQurJL.r.OQlQrada.-.lnHa.r-.JIinnaaota.-^-ULchlgan.j^..- 

-Ill-lnoia—-0hia.'B-MflH-YoLnk.'5'.I£assarhus©tts---ViEgin.ia-—43«or^ta--,- . 

PRESENT' RATING—k».Q»k»—2Qd__(£_4?s__-_C,b_ t ._4tA_ClA£A .minimum. Jieigh.t..3CtQQQ.lha.» # .as.. 

Tie r. Item. 1.6 .Page. .419. .CopaqI i dated. Fsa ight .Claas ificat ionUo^ 2 . 

DESIRED RATING—.Ra.ttng3_.e9ti.e£aotej^..-JB8titlQD_JLe_fcLr.-CharLge-iii._C.L^.jclxiirram._ 

Qf.l.2Q0Q_ Ib6j_£8r.?5.. 

.£ tAar. and. grAdua t_e d .mirLbcwa. m ight .e 5. pe r. .Rule. 54. _C. F^G. .No.- .2. Xur. lenge r. e.a r b. . 
WHAT MAKES LOWER RATING OR CHANGES NECESSARY? ..ImpQSslhla.tn.load-30000 
JLbgj—intP. e_-vop._a..sp_.ft 1 _cax,..)iaj[inujn_that.5Pn.be.l_Q.8ded.tnto_.a-elandard.36.lt..car 
da. 12B00-lhs ... Rresfln.t .minimum, ight .la. oin reiLsonahla ,. ilnjuat.^ .unduly. dia orlalnatory 

ACd.p.rohib.it 8_b.iP™®P-t§.. T .Basi_c _minimumi Weight, _great.er.tjian. 12.00Q. lba,,.. 

gave rel y xfls trJLct 8. our. markets.,, -ben.ee. tmffia. nf. narr iana . Min imnm .weight. bar is. ra- 
.ques_ted-Fll_l.lAcroR.s_e .yplume.p.f.t raff ic_.and. j-.eyepua.thju .expanded. jnapke_t§.PA t i-k 1 ^.. 

.creAAed.lfingth.-Qf-hats!:,—........ 


SEND CATALOGUE—JL.eetA _Qf-.phQtQ.P-_Q f. .fOTder.s. os. .prepared, for .shipment .arfl. .attached. 
Detailed description and illustrations are necessary to enable Committee to give full consideration. 

Where at all practicable attach picture of gl^IVurV'ond I -dohn..Z.DOfl-4-Co,,-.... 

article S. U. and aa packed for shipment. Addrest 1 

I_.404 6. 1q .. Mio higan .hi, ,_____ 

•Petition In triplicate forwarded Chicago, Ill, 

a 

Figure 5. Whenever a shipper desires to secure a change in the rating or carload 
minimum weight of a certain article he fills out a form, similar to the above, and filca 
it with the classification committee. After the petition has been filed and a hearing 
held the decision as to whether the proposed change will be made or not rests entirely 
with the Classification Committee. If its decision is against the shipper, he can appeal 
his case to the Interstate Commerce Commission. 


























68 


FREIGHT CLASSIFICATION 


petition direct to the classification committee which has 
jurisdiction over the territory in which the rating in 
question applies. 

When desiring to secure an addition or a change with 
reference to a rating or a minimum weight, a form similar 
to that of the Western Classification Committee, as 
shown in Figure 5, should be used. Such forms can be 
procured from any of the classification committees. 
They should be filled out in triplicate by the petitioner, 
and forwarded to the classification committee to whom 
the petition is made. It is essential that all data asked 
for on the form be given, and it is advisable to furnish 
in addition all pertinent information that may be of 
assistance to the committee in making its decision. 

After the application has been received and a hearing 
held by the committee, the decision as to whether or not 
the proposed change will be made, rests with the com¬ 
mittee. If this decision be adverse to the petitioner, he 
has the right to submit his case to the Interstate Com¬ 
merce Commission for consideration and decision by that 
body. 

When a carrier desires to secure an addition to or 
change in the classification, the traffic-department repre¬ 
sentative of the carrier makes petition for the change. 
If the Classification Committee deems such a change 
probably advisable, the proposal is listed on the docket 
and comes up for hearing in due time. Usually, when a 
proposed change petitioned for by the carrier has ad¬ 
vanced far enough to be placed upon the docket, the 
change is made unless good and sufficient reasons for not 
making it are developed. 


Gist of Chapter VI 

This chapter, treating of the Application of Classifica¬ 
tions, offers you an excellent opportunity to plunge into 


APPLYING FREIGHT CLASSIFICATIONS 


actual rating work and to handle real problems such as 
every traffic executive meets in his daily work. 

1. Governing Classification Determined by Tariff 

If you wanted to ship your household goods from 
Pittsburgh, Pa., to Indianapolis, Ind., how could you 
find out what classification would govern the shipment? 

2, General Application within One of the Classification 
Territories 

What classification would probably govern the move¬ 
ment of cotton from Atlanta, Ga., to New Orleans, La.? 

8. Published Thru Rate 

A carload of cotton-felt mattresses moves on a thru 
rate from New York to Los Angles, Calif. By which 
classification would you expect this shipment to be gov¬ 
erned? 

4. Combination Rate 

A farmer moving west sends a carload of sheep from 
Terre Haute, Ind., to Kansas City, Mo., routed via St. 
Louis, Mo. There is no thru rate in effect between 
Terre Haute and Kansas City. What classification 
would be most likely to govern the tariff containing the 
rate from Terre Haute to St. Louis? The tariff con¬ 
taining the rate from St. Louis to Kansas City? 

5 . Intrastate Classifications 

A jobber at Fremont, Nebr., ships a carload of agricul¬ 
tural implements to Long Pine, Nebr. If you did not have 
the tariff to refer to, what classification should you think 
would govern this shipment? 

6. Canadian Classification 

In general, what classification governs traffic moving 
from Port Arthur, Ont., to Winnipeg, Man., via the 
Canadian National Railways, which passes thru the 
United States from Baudette to Warroad, Minn., en route? 


Chapter VII 

CONTENTS, ARRANGEMENT, AND INTERPRE¬ 
TATION OF FREIGHT CLASSIFICATIONS 

Thus far the purpose of this book has been to explain 
the exact meaning of, as well as the necessity for the 
classification of freight. In explaining these points we 
have emphasized the principal elements which must be 
taken into consideration when an article is assigned a 
rating. The general evolution of classification schedules 
has also been explained and special attention given to 
the general territorial application of the three main inter¬ 
state classifications—the Official, the Southern, and the 
Western Classification. Finally we explained how and 
why these three classifications were merged into what is 
officially known as the Consolidated Freight Classification. 

This groundwork is an essential part of the training 
necessary to your future career, if you aspire to rise 
above merely humdrum clerical duties and take a 
place among those who direct and mold the course 
of your chosen profession. 

It is the thinking power of “the man behind the gun” 
which makes for ultimate success. Therefore, in order 
that you may acquire complete mastery of the enlarged 
machinery with which you hope to grip the real problems 
which practical work in this field presents, read, weigh, 
and consider as you go along; test that which has gone 
before in the light of each new phase developed. 

The master mind does not accept present conditions 
and regard them as inevitable. If they are not what he 
thinks they should be, he works around from every angle 
until he finds an avenue of approach which makes the 
desired change possible. This is the proper attitude in 
which to grapple with the work before you. 

First, however, you must know what has been pro¬ 
vided, and how to use and correctly interpret a classifica¬ 
tion. This is not always as simple as might at first 
70 


CONTENTS OF CLASSIFICATIONS 


71 


appear, for, not uncommonly, the proper interpretation 
may hinge on some rather fine distinction. It is only 
thru careful study and close attention to detail that you 
can become proficient in the use of a classification. 

For the purpose of becoming thoroly familiar with the 
form and use of a freight classification, there is furnished 
as part of the LaSalle Traffic Management Course, a 
practice classification entitled LaSalle Consolidated 
Freight Classification No. 1. It will be well to keep this 
before you and refer to it constantly, as each step in the 
proper reading of a classification is explained in the 
following pages. It will be referred to thruout the text 
as the LaSalle Classification. 

While the LaSalle Classification is constructed along 
the exact lines of the authorized consolidated classifica¬ 
tion, it is not official and is issued solely for instructional 
purposes. All the articles and rules contained in the 
authorized classification are not shown in the LaSalle 
Classification, as there would be no benefit in so doing; 
however, the number of articles and rules shown is more 
than sufficient to bring out all phases of classification 
interpretation. 

The classifications currently in effect are, of course, 
subject to constant changes, but if the model classifica¬ 
tion is thoroly mastered, both as to the proper rating 
applicable and to the interpretation of the rules, the 
illustrations and representations used will serve its pur¬ 
pose very well. 

The title page of Consolidated Freight Classification 
No. 1, the first consolidated freight classification, is repro¬ 
duced in Figure 6. As this classification was issued while 
the majority of the roads were under federal control, its 
title page carries the legend “United States Railroad 
Administration, Director General of Railroads,” and 
other data that do not appear on subsequent issues, as 
the government has since relinquished control. 

It is a requirement of the Interstate Commerce Com¬ 
mission that an interstate classification shall show what 


UNITED STATES RAILROAD ADMINISTRATION 

Director General of Railroads 


Only three Supplements to this Classification 
will be in effect at any time. 


+Mich. P. U. C.-O. C. No. 45. 
4>Mich. P. U. C.-W. C. No. 2. 
+I.-P. U. C.-O. C. No. 45. 
+I-P. U. C.-W. C. No. 3. 

+P. S. C. Mo.-W. C. No. 5. 
+P. U. C. Colo.-W. C. No. 5. 
+P. S. C. Wyo.-W. C. No. 4. 
+P. U. C. Idaho-W. C. No. 4. 
+C. C. Okla.-W. C. No. 3. 
+S. C. C. N. M.-W. C. No. 3. 
+P. U. C. Utah-\7. C: No. 2. 
+P. S. C. N.-W. C. No. 1. 


•frP. S. C.-l N. Y.-O. C. No. 45. 
+P. S. C.-2 N. Y.-O. C. No. 45. 
4-M.-P. S. C.-0. C. No. 45. 
*fOhio-0. C. No. 45. 

4*P. S. C.-Pa.-0. C. No. 45. 
4«R. I.-P. U. C.-O. C. No. 45. 
4-V.-P. S. C.-O. C. No. 45. 

•i-N. H.-P. S. C.-O.C. No..45. 
4«P. S. C.-Md-O. C. No: 45. 
•f»Me.'-P. U. C.-0. C. No. 45. 


4*P. S. C.-W. Va.-0. C. No. 45. 
4*1. R. C.-O. C. No. 45. 

(For State Cancellations, see page 1.) 

4 1 Shown for account of carriers not under Federal Control. 


L C C.-0. C. No. 45. 

(Cancels I. C. C.-O. C. No. 44 and 
Supplements.) 

R. C. Fyfe’s I. C. C. No. 14. 

(Cancels R. C. Fyfe’s I. C. C. No. 13 
and Supplements.) 

J. E. Crosland’s I. C. C. No. 3. 

(Cancels J. E. Crosland’s I. C. C. No. 
22 and Supplements.—Exceptions to 
Southern Classification will liereafter 
be found in J. E. Crosland’s I. C. C. 
No. 4.) 

C. R. C.-O. C. No. 45. 

C. R. C.-W. C. No. 12. 

J. E. Crosland’s C. R. C. No. 2. 

(Cancels C. R. C.-O. C. No. 44; R. C. 
Fyfe’s C.R.C. No. 11, and J. E. Cros¬ 
land’s C. R. C. No. 8 and Supplements.) 

S. B.-W. C. No. 2. 

(Cancels S.B.^No. 1 and Supplements.) 


CONSOLIDATED FREIGHT CLASSIFICATION No. 1 


(OFFICIAL CLASSIFICATION No. 45) (SOUTHERN CLASSIFICATION No. 44) 

(WESTERN CLASSIFICATION No. 56) 

(Cancels Official Classification No. 44; Southern Classification No. 43, and Western Classification No. 55.) 


Applies on Freight Traffic covered by tariffs Issued subject to either the Official Classification, 
Southern Classification or Western Classification as such tariffs may provide. 


Issued by R. N. Collyer, J. E. Crosland and R. C. Fyfe, Agents, and filed with the Interstate Commerce Commission and 
the Board of Railway Commissioners for Canada under Authority of Appointment Notices Numbers 2 and 
9 of the Director General of Railroads, for Federal Controlled Carriers shown herein. 


(Published for the Director General of Railroads and filed on ten days’ notice with the Interstate Commerce Commission 
under Freight Rate Authority No. 17798 of the Director, Division of Traffic, United States 
Railroad Administration, dated November 19, 1919.) 


This Classification is issued for Non-Federal Controlled Carriers, for Interstate traffic, on ten days* notice under Special 
Permission of the Interstate Commerce Commission No. 48433 of November 19, 1919, and for 
Intrastate traffic under authorities as noted on page i. 


ISSUED DECEMBER 10, 1919 EFFECTIVE DECEMBER SO, 1919 

Except on Intrastate traffic of Carriers not under 
Federal Control within the States of Illinois, 
Maine, Massachusetts, Vermont, and West 
Virginia, see page i. 

Issued and filed with the following Commissions by R. N. Collyer, J. E. Crosland and R. C. Fyfe, Agents, only for 
the individual carriers named who are not under Federal Control: 


Interstate Commerce Commission. 

Board of Railway Commissioners for Canada. 

United States Shipping Board. 

Pennsylvania Public Service Commission. 

Rhode Island Public Utilities Commission. 

West Virginia Public Service Commission. 

New York Public Service Commission, First and Second 
Districts. 

Ohio Public Utilities Commission. 

Indiana Public Service Commission. 

Massachusetts Public Service Commission. 

Vermont Public Service Commission. 

New Hampshire Public Service Commission. 


Michigan Public Utilities Commission. 
Maryland Public Service Commission. 

Maine Public Utilities Commission* 

Illinois Public Utilities Commission. 

Public Service Commission of Missouri. 

Public Utilities Commission of Colorado. 

Public Service Commission of Wyoming. 

Public Utilities Commission of Idaho. 
Corporation Commission of Oklahoma. 

State Corporation Commission of New Mexico. 
Public Utilities Commission of Utah. 

Public Service Commission of Nevada. 


R. N. COLLYER; 

Agent for lines in 
Official Classification, 
143 Liberty Street, 
NEW YORK, N. Y 


J. E. CROSLAND, 

Agent for lines in 
Southern Classification, 
215 Transportation Building. 
ATLANTA, GA 


R. C. FYFE, 

Agent for lines in 
Western Classification, 
1830 Transportation Building. 
CHICAGO. ILL 


Th« Blakely rrlulin* Company. Chicago 


Figure 6. This reproduction shows the title page of Consolidated Freight Classifica¬ 
tion No. 1. This was the first consolidated Freight Classification ever published and 
was issued during the war period when most of the railroads were operating under 
federal control. Subsequent issues, of course, bear no reference to the United States 
Railroad Administration, and omit certain other data, but they are essentially the 
same as this one. 


72 















CONTENTS OF CLASSIFICATIONS 


73 


publication or publications it cancels. It has already 
been explained that the Consolidated Freight Classifica¬ 
tion is in reality three classifications in a single volume. 
The cover page here reproduced indicates that the three 
classifications contained in this single issue are Official 
Classification No. 45, Southern Classification No. 44, and 
Western Classification No. 56; and that the three classi¬ 
fications which Consolidated Freight Classification No. 1 
cancels, are Official Classification No. 44, Southern 
Classification No. 43, and Western Classification No. 55. 

Main Divisions of Classification. —The arrangement of 
an interstate classification, as prescribed by the Inter¬ 
state Commerce Commission, is as follows: 

1. Table of Contents 

2. Participating Carriers 

3. Index to Rules 

4. Index to Articles 

5. Rules 

6. Explanation of Abbreviations, Characters, and 

Symbols 

7. Description of Articles 

8. Ratings 

The several sections of the Consolidated Classification 
are indicated graphically in Figure 7. 

Table of Contents. —The table of contents is, of course, 
self-explanatory, and its main purpose is to facilitate the 
location in the classification, of the specific subject matter. 

Participating Carriers. —An agent, such as the chair¬ 
man of the classification committee, can act for a carrier 
in filing a classification only when proper authority to do 
so has been filed with the Interstate Commerce Com¬ 
mission in the form prescribed by the Commission. A 
list of the carriers who have given authority to the agent 
issuing the classification to act for them in this capacity, 
is always found in the forepart of the classification. Such 


Figure 7. This chart will help materially in acquiring a working knowledge of the general make-up of an authorized Consolidated Freight 
Classification. You will find each one of these main divisions in every Consolidated Classification, their general make-up being pre¬ 
scribed by the Interstate Commerce Commission. Each division serves a definite purpose in simplifying the work of arriving at the cor¬ 
rect ratings, rules and other data governing the transporting of the thousands of articles each classification lists. 



74 















CONTENTS OF CLASSIFICATIONS 


75 


participating carriers, that is, the carriers in whose behalf 
the classification is issued, are thus made parties to the 
issue. 

Index to Rules. —The index to rules is extensively cross- 
referenced, so as to simplify the locating of a rule per¬ 
tinent to the information desired. 

Index to Commodities. —The index to commodities sets 
forth in alphabetical order all the articles which are 
given ratings in the classification. It will be observed 
that articles are indexed under their noun denomination, 
and, when necessary, under such descriptive adjectives as 
is deemed advisable. Thus emery cloth appears under 
“C” (cloth), under “E” (emery), and in addition under 
“A,” for abrasive cloth. In each case reference is made 
to the same item in the body of the classification. This 
procedure, called “cross-indexing, ’ ’ is used in order that 
the indexing may be as comprehensive as possible, and 
that the users of the classification may be able to locate 
the ratings for the articles in which they are interested, 
with as little difficulty as possible. 

General Rules. —A detailed discussion of the various 
general rules of the classification is given elsewhere, so it 
is unnecessary to go into them at this time. 

Characters, Symbols, and Abbreviations. —The Inter¬ 
state Commerce Commission requires that whenever, in 
the reissue of a classification, any of the items are changed, 
such increase, reduction, or other change must be desig¬ 
nated by appropriate symbols or characters, each symbol 
or character to have the same specific meaning whenever 
used thruout the issue. It is also required that an 
explanation of all such abbreviations, characters, and 
symbols be shown. The Commission has not prescribed 
specific characters, symbols, or abbreviations to be used, 
merely requiring that they be appropriate and that an 
explanation of each be given. 

Description of Articles. —The description of the articles 
and commodities constitutes the main portion of the 


76 


FREIGHT CLASSIFICATION 


body of the classification, and contains in addition to the 
descriptions of the articles, packing specifications, the 
minimum weights applicable to carload shipments, and 
special provisions that apply only in connection with 
certain articles or commodities. 

Ratings .—A rating is the designation of the class to 
which an article is assigned. 

As will be observed, the pages in the “body” of the 
classification are divided into three double columns 
(pages 32 to 164). 

Items .—The first column from the left of the page is 
headed “Items,” and contains numbers consecutively 
arranged and begins with Number 1 at the top of the 
first column on each page. The item and page numbers 
shown in the Index to Articles (pages xi to xxxiii) refer to 
these item and page numbers in the body of the Classi¬ 
fication. Therefore, when an article has been located in 
the index, it is immediately apparent on which page and 
under what number the article may be found in the body 
of the Classification. 

Articles .—The second column from the left on the page 
is headed “Articles,” and contains the names and descrip¬ 
tions of the articles or commodities, packing require¬ 
ments, carload minimum weights, and such special pro¬ 
visions as may be applicable. 

It is, to a large extent, upon a thoro understanding of 
the arrangement and meaning of the so-called “description 
of articles,” as contained in this column, that the proper 
interpretation of the Classification rests. This is, with 
the exception of the general rules, probably the most 
important part of the Classification, for therein lies the 
test of ability to correctly ascertain the correct ratings 
of articles and commodities. 

Before entering into a detailed study of the “articles” 
column, it will be of aid to the reader to analyze the 
term “Not Otherwise Indexed by Name,” which is com¬ 
monly abbreviated n.o.i.b.n. 


CONTENTS OF CLASSIFICATIONS 


77 


Articles Not Otherwise Indexed by Name .—It is 

obviously impracticable to list or describe in the Classi¬ 
fication all articles that move by freight under every head 
or description -that might be applied to each. To a 
certain extent, this situation is covered by the use of the 
term “Not Otherwise Indexed by Name.” The term 
serves, in a sense, two purposes. The first indicates the 
class of articles which come under a general head but 
are not named thereunder. To illustrate: cough syrup 
is a medicine, but is nowhere listed in the Classification 
as cough syrup. The Classification, however, does pro¬ 
vide in a general heading for “Drugs or Medicines N.o. 
i.b.n.,” and cough syrup being a medicine that is not 
otherwise indexed by name, is properly ratable as a 
drug or medicine n.o.i.b.n. 

The second purpose indicates that several kinds of 
articles in a group may be singled out and specifically 
provided for by name, and that the item coupled with 
the n.o.i.b.n. designation covers all other articles of the 
group. For example, in the classification under the 
general heading of Books, the following appears: “Maga¬ 
zines, Periodicals, Tissue Copying Books, and Books 

N.O.I.B.N . 55 

In this case the n.o.i.b.n. refers only to such books as 
are not elsewhere listed, and does not refer to the general 
heading of “Books. 55 It is manifest that all books, other 
than magazines, periodicals, and tissue copying books, 
not specifically provided for, are properly ratable under 
the item “books n.o.i.b.n . 55 

General Headings .—Returning to the discussion of the 
“articles 55 column, we find that in this column the articles 
or commodities for which ratings are provided are classi¬ 
fied under general headings. Thus, sandpaper, which is 
an abrasive paper, is shown in the LaSalle Classification 
as coming under the general heading “Abrasives and 
Abrasive Cloth and Paper 55 ; chairs are shown under the 
general heading “Furniture 55 ; and apples under “Fresh 


78 


FREIGHT CLASSIFICATION 


Fruit/’ These general headings are listed in alpha¬ 
betical order, and under each the articles which are 
included thereunder are also listed in alphabetical order. 
For instance, under the general heading “Fresh Fruit,” 
the following kinds of fresh fruit are named in the order 
shown: Apples, Bananas, Berries, Grapes, Lemons, 
Melons, etc. 

These general headings do not, in the majority of 
instances, carry ratings, but they are very important in 
determining the application of the ratings provided for 
the articles included under them. For example, agri¬ 
cultural implement wheels are shown in Items 22 to 25, 
page 37, and Item 1, page 38, under the general heading 
“Agricultural Implement Parts”; while automobile wheels 
are, as per Items 13 to 17, page 157, carried under the 
general heading “Vehicle Parts.” Therefore, if a rating 
to apply on a shipment of wheels is desired, it is not 
sufficient to find a rating for just any kind of wheel, 
but the rating for the particular kind of wheel in 
question. 

Definition and Description .—Two other very important 
considerations in connection with the general headings 
and the subheadings under them, relate to the definitions 
of the words “and” and “or,” and the extent to which a 
subhead or a description is indented, that is, set away 
from the line separating the “Items” and “Articles” 
columns. 

By turning to page 31 of the LaSalle Classification, 
you will find two explanatory paragraphs relating to the 
two subjects just mentioned. A thoro understanding 
and mastery of the exact meaning of these two para¬ 
graphs will be found to be of great aid in the quick and 
accurate use of the classification. 

The first paragraph reads as follows: 

“In the description of articles ‘and’ is used to couple the descrip¬ 
tive terms between which it is used; ‘or’ is used where the description 
includes either or both of the descriptive terms between which it is 


CONTENTS OF CLASSIFICATIONS 


79 


used; and the descriptive terms appearing within parentheses consti¬ 
tute another description of the identical article immediately preceding • 
the parentheses.” 

First, let us analyze the “and” and “or” section of this 
paragraph. By reference to Item 9, page 85, of LaSalle 
Classification, it will be observed that it reads, “Sheet 
or Sheet and Cast Combined.” This item taken in con¬ 
junction with Items 6 and 7 of the same page may be 
read as “Sheet-Iron Games n.o.i.b.n.,” and also as 
“Combined Sheet and Cast Iron Games n.o.i.b.n.” In 
other words, the ratings under Item 9 apply on Games 
n.o.i.b.n. made of sheet iron, and also upon Games 
n.o.i.b.n. made partly of sheet iron and partly of cast 
iron. The rating under Items 9, 10, and 11 would not 
apply to Games n.o.i.b.n. made of cast iron, as these 
are rated under Item 8. 

Item 6, page 85, will serve also to illustrate strikingly 
the use of the word or. As the item reads “Games or 
Toys n.o.i.b.n.,” the descriptions listed under it refer to 
“Games n.o.i.b.n.”; likewise with equal force to “Toys 
n.o.i.b.n.” If it read Games and Toys, the articles 
would have to be both games and toys, which, for instance, 
would not include dolls, because dolls cannot be con¬ 
sidered as games. 

Analyzing the second section of the first paragraph, 
refer to Item 5, page 81, of the Classification. The word¬ 
ing “Chiffoniers and Wardrobes Combined” within the 
bracket is supplemental to the word “Chifforobes” im¬ 
mediately preceding it. Expressing it in a different way, 
it is an explanation of what a chifforobe is. Another 
good illustration is reflected in Item 12, page 96, covering 
“Forgings, n.o.i.b.n., in the rough,” wherein there is 
given a definition of “in the rough” as applicable to this 
specific item. 

The other paragraph on page 31 that is of particular 
interest reads: 

“Where any part of the description of an article is found set away 
from the left margin in a position subordinate to the text preceding 


1 


80 FREIGHT CLASSIFICATION 

it, the description is to be read with its context and particularly with 
the preceding heading or headings; the effect of its position upon 
the meaning of a description should be carefully observed.” 

The items covering Games or Toys n.o.i.b.n. (Items 6 
to 12, page 85, of the Classification), are a good example 
by which to illustrate the meaning of this paragraph. 

By reference to the page given, it will be observed that 
the general heading “ Games or Toys” is almost against 
the line on the left separating the “Items” column from 
the “Articles” column. There are various specific kinds 
of toys shown, until we come to “Games or Toys 
n.o.i.b.n.” This heading is subordinate to the general 
heading “Games or Toys,” and is therefore set farther 
away from the line on the left. 

Immediately under the subhead “Games or Toys 
n.o.i.b.n.” is another subhead or subdivision reading 
“Iron or steel,” and this subdivision is set still farther 
away from the line on the left, which indicates that 
the description “Iron or steel” is subordinate and refers 
to Games or Toys n.o.i.b.n. In other words, it is in¬ 
tended to be read as “Iron or steel Games or Toys n.o. 
i.b.n.” Item 8 shows the word “Cast,” which is set 
still farther away from the line on the left and is sub¬ 
ordinate to the words “Iron or steel.” This has the 
effect of making these items read “Cast Iron or Steel 
Games or Toys n.o.i.b.n.” 

In this same item, the description of the containers— 
“In barrels,” “In packages”—is subordinate to the 
word “Cast”; and still farther indented from the line on 
the left are the abbreviations “l.c.l.,” “c.l.” and “min. 
wt.” which are subordinate to “In barrels” and “In 
packages named.” Therefore, reading Item 8 with rela¬ 
tion to its context, we have: “Cast Iron (or steel) Games 
(or toys) n.o.i.b.n., in barrels, l.c.l.”; and for the car¬ 
load description: “Cast Iron (or steel) Games (or toys) in 
packages named, minimum weight,” etc. Observe that 
Item 12, reading “other than iron or steel,” is subordinate 
only to the general heading “Games or Toys” and to the 


CONTENTS OF CLASSIFICATIONS 


81 


subhead “Games or Toys n.o.i.b.n.,” and is not indented 
farther than is “Iron or Steel.” Therefore, it has no 
connection with the “Iron” or “Steel” descriptions. 

Packing Requirements .—It will be recalled that in the 
discussion of the elements influencing the determination 
of the rating assigned an article, the manner in which 
the article was prepared for shipment had a material 
influence upon its rating. A little later, when the study 
of the general rules of the Classification are taken up, it 
will be found that the packing and container specifica¬ 
tions, as shown in the “Articles” column, likewise have a 
vital bearing upon the rating to be applied and to the 
charges applicable to shipments. 

With the exception of those referring to general or 
subheadings, or those covering articles authorized to be 
shipped in loose form, most of the items of the Classifi¬ 
cation prescribe the kind of containers that must be 
used in order that an article may take the given rating. 
As a rule, if the container is not of the kind specified, or 
if the packing requirements are not fully met, the ship¬ 
ment is penalized; that is, it is given a higher rating. It 
is, therefore, essential to pay careful attention to the 
packing requirements when preparing articles for ship¬ 
ment or when using the classification, in order to take 
advantage of the lowest transportation cost. 

As an illustration of the effect the packing has upon 
the rating applicable, refer to Item 15, page 61, of the 
LaSalle Classification, and note that under the Western 
Classification rope in less-than-carload lots takes first, 
second, or third class, according to the packing. 

An interesting contrast within this item is that rope in 
bundles takes a first-class rating, whereas if it is in bur- 
lapped coils or burlapped reels, it takes third class. 
Another contrast is that if the rope is in bales packed in 
a box, it takes a higher rating than when in burlapped 
coils or on burlapped reels, notwithstanding the greater 
protection afforded by the box. The other relationships 


82 


FREIGHT CLASSIFICATION 


existing between the packing or container requirements, 
and the rating to apply, will be developed in the analysis 
of the general rules of the classification. 

Any-Quantity and Less-Than-Carload Ratings. —The rea¬ 
sons underlying the assignment of a lower rating to an 
article when it moves as a carload shipment than when 
it moves as a less-than-carload shipment, were fully 
explained in Chapter IV; and as there will be a further 
explanation given in connection with the general rules, 
but passing mention will be made at this time of the 
necessity for noting carefully whether the rating is for 
any-quantity, less-than-carload, or carload. 

The ratings applicable to less-than-carload lots are 
shown by the abbreviation l.c.l. following the packing 
description. When the rating applies on a carload only, 
that fact is shown by the abbreviation c.l. When 
neither the abbreviations l.c.l. nor c.l. are shown, the 
rating is an any-quantity one. 

Item 13, page 120, of the classification reflects in¬ 
stances of these three kinds of ratings. 

Mixed Carloads. —A carload rating and carload mini¬ 
mum weight given in the classification as applicable to 
an article or commodity, can be applied to that particular 
article or commodity only, unless the mixture of two or 
more different kinds of articles, commodities, or articles 
and commodities, is otherwise provided for in a rule of 
the classification or specifically authorized in an “item”; 
as, for instance, the mixture of cereal milling machinery, 
shown in Item 14, page 106, of the classification. 

Further, unless it is otherwise provided, one rating and 
carload minimum weight cannot be applied to the same 
kind of article if some of the individual articles are 
packed in other than the way authorized in the descrip¬ 
tion of articles in the item showing the carload rating 
and minimum weight. In other words, a carload rating 
and minimum weight is applicable only to the article or 


CONTENTS OF CLASSIFICATIONS 


83 


commodity shown in connection therewith, and then 
only to the extent specifically shown. 

It is essential that the meaning of the preceding para¬ 
graphs be clear in the mind of the reader, and as an aid 
to such an understanding he should use the LaSalle 
Classification in following the illustration given below. 

Item 12, page 120, covers the subheading “Paints 
n.o.i.b.n.,” Item 13 covers “Dry Paints n.o.i.b.n.,” 
while Item 14 refers to “Liquid Paints n.o.i.b.n.” Now, 
note that under the Official Classification, dry paint, 
when packed in the manner prescribed, takes a carload 
rating of fifth class, with a minimum weight of 36,000 
pounds. Note also that liquid paint n.o.i.b.n., when 
packed in the manner prescribed, takes the same rating 
and minimum weight as does dry paint. 

Now, if a shipment consisted of 5,000 pounds of dry 
paint in metal cans in boxes, and 34,000 pounds of liquid 
paint in metal cans in boxes, unless special provision 
to the contrary was made elsewhere—in a general rule 
for instance—charges on the shipment would not be 
assessed on the basis of 39,000 pounds at the fifth-class 
rate, but on the less-carload basis of 5,000 pounds at 
third class for the dry paint, and 36,000 pounds (carload 
minimum) at fifth class for the liquid paint. Of course, 
if there is a rule or provision elsewhere, authorizing a 
mixture under certain conditions, then such a mixture 
is permissible provided, of course, that the conditions 
are complied with. 

Ratings .—The third division of the classification page 
is headed “Ratings,” and is subdivided into three columns. 
The first column shows rating applicable under Official 
Classification; the second column, ratings applicable under 
Southern Classification; and the third column, ratings 
applicable under Western Classification. 

A casual inspection of the Classification will reveal 
that virtual uniformity exists between the three classi¬ 
fications, in so far as relates to rules, regulations, descrip- 


84 


FREIGHT CLASSIFICATION 


tion of articles, packing requirements, and minimum car¬ 
load weights, but that there are numerous and wide 
variances in the ratings applicable under the different 
classifications. 

This difference in rating extends not only to the 
assigning of given articles to different classes, according 
to the classification covering, but also to variations in the 
number of classes. 

Classes .—The class ratings as shown in the Classifica¬ 
tion are of two kinds, namely, standard classes and 
multiple classes. The standard classes are designated by 
numbers or letters, while the multiple classes are those 
under which the rates are made by multiplying the first- 
class rate by the specified number. 

Official Classification. —In the Official Classification 
there are eight standard class ratings. These classes 
(ratings) are 1, 2, R25, 3, R26, 4, 5, 6, representing, 
first, second, Rule 25, third, Rule 26, fourth, fifth, and 
sixth classes, respectively. 

Rule 25, Rule 26. —Rule 25 and Rule 26 classes are 
somewhat peculiar in that they were established after 
the other classes, when it was found advisable to increase 
the number of divisions and to reduce the spread— 
difference in amount—between certain classes. These 
two classes bear a percentage relationship to other given 
classes. Formerly it was necessary to use a prescribed 
formula to ascertain the rates for these classes, but it has 
since been required that the rate under each must be 
published in the tariffs just the same as for other classes. 
Thus it is no longer necessary to calculate the rates as 
they are shown by specific amounts in the tariffs. 

Southern Classification. —In the Southern Classification 
there are ten standard classes, these being 1, 2, 3, 4, 5, 
6, A, B, C, D, representing first, second, third, fourth, 
fifth, and sixth class, and class A, B, C, and D, respectively. 

Western Classification. —In the Western Classification 
there are ten standard classes (ratings). These classes 


CONTENTS OF CLASSIFICATIONS 


85 


are 1, 2, 3, 4, 5, A, B, C, D, and E, representing first, 
second, third, fourth, and fifth class, and Class A, B, 
C, D, and E, respectively. 

Ratings and Rates .—The ratings thus carried in the 
several classifications are used in conjunction with the 
class rates carried in a rate tariff. Until so connected, 
the ratings mean but little, and for that reason illustra¬ 
tions of the relation existing between ratings (or classes) 
and class rates are shown below. It should be thoroly 
understood that these rate scales are reflections of rate 
tariffs, and do not appear in the classification. 


ILLUSTRATIVE RATE SCALES 


Official Classification 

Classes. 1 2 R25 3 R26 4 5 6 

Rates in cents per 100 lbs.100 87.5 74.5 66 53 46.5 40 33.5 

Southern Classification 

Classes. 1 23456ABCD 

Rates in cents per 100 lbs.100 78 66 51 43 35 25 36 25 22 

Western Classification 

Classes. 1 2 3 4 5ABCDE 

Rates in cents per 100 lbs.100 82 67 52 42 44 36 30 25 21 


Multiple Classes .—Multiple classes are, as their names 


indicate, multiples of another class; that is, any multiple 
class rate is simply a first-class rate multiplied a designated 
number of times. If the rating on an article is 3tl (three 
times first class), the rate will be three times the first- 
class rate. 

The multiple ratings, as carried in the Consolidated 
Classification, are as follows: 

1M> or one an d one-fourth times first class 
1 or one and one-half times first class 
Dl, or double (or two times) first class 
23 ^tl, or two and one-half times first class 
3tl, or three times first class 
3^tl, or three and one-half times first class 
4tl, or four times first class 










86 


FREIGHT CLASSIFICATION 


These multiple ratings are the highest ratings carried 
in the Classification, and usually apply on light and 
bulky articles or on very valuable ones. 

Unlike the standard class rates, the rates for the multi¬ 
ple classes are not as a rule shown in the freight-rate tariffs. 
There is no necessity for showing them, because if the 
first-class rate between two points is given, any of the 
multiple rates are easily computed. For example, if the 
first-class rate from Chicago, Ill., to Kansas City, Mo., 
is $1.35, and the article shipped is rated at one and one- 
fourth times first class; in order to ascertain the rate on 
that article, multiply the first-class rate of $1.35 by one 
and one-fourth, and the result, $1.69, is the one and one- 
fourth times first-class rate. Likewise, if the article was 
rated at double first the rate would be $2.70. 

Spread Between Different Rates in the Same Scale .— 
There is no absolute uniformity in the spread between 
the standard classes, even within a particular territory; 
that is, there is no fixed percentage relationship between 
the classes. To illustrate: Assume that a rate scale in 
Western Classification Territory shows the first-class rate 
as $1.00, and the second-class rate as 82 cents; another 
scale within the same general territory may show a first- 
class rate of $1.00 and a second-class rate of 80 cents. 
There is a tendency to secure uniformity in this respect 
gradually, and an analysis of the decisions of the Inter¬ 
state Commerce Commission indicates that the Commis¬ 
sion is strongly in favor of such uniformity. 

Attention is also directed to the fact that the rates are 
not invariably arranged in a descending scale. In 
Southern Classification Territory, the Class B rate may 
be greater than the sixth-class rate, and in some instances 
the rates for two classes may be identical. In Western 
Classification Territory the Class A rate is usually higher 
than the fifth-class rate. 

While this subject of the relationship of class rates, 
each to the other, more properly comes under rates than 


CONTENTS OF CLASSIFICATIONS 


87 


under classification, it nevertheless influences to some 
extent the classification of freight, and is for that reason 
touched upon at this point. 

Articles Subject to Different Designations .—Before 
entering into a detailed explanation of how to interpret 
a freight classification, it will be well to stress the fact 
that there are a great many articles of commerce that 
can with almost equal justification be classed under 
several designations, and it may be that the rating under 
each designation is different. This is one of the angles 
of classification interpretation that calls for painstaking 
search and careful analysis in order to determine the 
correct rating applicable. 

This is so, not only because certain specifications as to 
quantity, packing, condition of shipment, weight, or 
other requirements, affect the rating, but also because it 
is impracticable to show in the Glassification the extremely 
fine line that sometimes is necessary to divide one article 
from another. 

The old saying, “A rose by any other name would 
smell as sweet,” is not applicable to the interpretation of 
a classification; for by designating an article by another 
name, its rating will more than likely be changed. While 
it would seem easy to call a spade “a spade,” it is not 
always easy to determine just when a spade is a spade, 
or when it is something else. 

The following discussion will verify this statement. 

What would be the proper rating to apply on an auto¬ 
mobile gasoline tank made of steel less than U. S. standard 
gauge No. 17 in thickness? This article can be con¬ 
sidered from two angles—either as a tank or as an auto¬ 
mobile part. By reference to the Classification, it will 
be found that automobile gasoline tanks are not specifi¬ 
cally named, either under the general heading of “Tanks” 
or under that of “Automobile Parts” (Vehicle Parts). 
Under the head of “Tanks,” the following is shown: 
“Tanks, Iron or Steel, n.o.i.b.n., Plate or Sheet, U. S. 


FREIGHT CLASSIFICATION 


standard gauge No. 17 or thinner,” and under the head 
of “Automobile Parts,” the following: “Automobile 
Parts n.o.i.b.n., Iron or Steel.” 

Both the descriptions, as given, cover the article, but 
the ratings thereunder are different. Therefore, which is 
the proper rating to apply? There is no written rule that 
specifically covers such a case, but it is an accepted 
principle that in such instances the item that comes the 
nearest to specifically naming or describing the article, is 
the one to apply. In the case under consideration the 
general heading “Tanks,” as well as the description of 
the kind of tank, is more specific than the general heading 
“Automobile Parts”; therefore, the rating as shown under 
“Tanks” is the proper one to apply. 

Articles Known by Their Trade Names .—Another thing 
in connection with classification v/ork that it will be well 
to remember, is that there are a number of articles of 
commerce so well known by their trade names or trade¬ 
marks that they are frequently referred to by the trade 
name rather than by technical description. Practically 
everyone knows what Sapolio, Cracker-Jack, Quaker 
Oats, Kodaks, etc., are; but none of these will be found in 
the Classification under such names, as they are trade¬ 
mark names and as such are not shown in the Classi¬ 
fication. 

Sapolio would come under “Scouring Compounds,” 
Cracker-Jack under “Popped Corn Confectionery,” 
Quaker Oats under “Cereal Food Preparations,” and 
Kodaks under “Cameras.” 

The one other feature in connection with the “Articles” 
column to which attention should be directed, is that of 
the special “Notes” shown in connection with the de¬ 
scription of many articles. 

These notes are of great importance, and should be 
carefully read in connection with the items referring to 
them, as they may affect shipments in various ways. A 


CONTENTS OF CLASSIFICATIONS 


89 


note may prescribe specific packing or container require¬ 
ments, as in the case of “cigarettes” (page 57 of the 
Classification), and of “mattresses” (page 79); it may re¬ 
late to the valuation of property, as is the case under 
“household goods” (page 94); to the different kinds of 
articles that can be included in a carload under a car¬ 
load rating, as is reflected under “machinery” (page 
105); or to any one of the almost innumerable cases. 

As these are special provisions, each applies only as 
specified, and each should therefore be carefully studied 
and a practical application made whenever it applies to 
the instance under consideration. 


Gist of Chapter VII 

The mechanical make-up of the Classification includes 
the arrangement of the book as a whole, the arrange¬ 
ment of the items on the pages, and the different styles 
of type used. Each feature has a bearing on the appli¬ 
cation of the ratings. You cannot afford to overlook 
any one of them. 

Moreover, it is extremely helpful to know just where 
to turn for the explanation of a rule, the explanation of a 
symbol, etc. Inability to find this information or to 
interpret correctly some provision of the Classification 
has put more than one shipper’s balance on the wrong 
side of the ledger, and closed the door to success for 
many men in traffic work. 

1 . Participating Carriers 

A Chicago manufacturer of musical instruments wants 
to send a carload of pianos to Minneapolis, Minn., via 
the Chicago, Milwaukee and St. Paul Railway. How can 
he determine whether or not the ratings shown in the 
Consolidated Classification apply via this line? 

2. Characters , Symbols , and Abbreviations 

(a) Refer to Item 2, on page 46, LaSalle Consol¬ 
idated Classification No. 1. A star (*) appears 


90 


FREIGHT CLASSIFICATION 


before the first rating shown in the “Southern” rating 
column. Where is this symbol explained, and what does 
it indicate? 

(b) One hundred 10-gallon cans of milk are shipped 
via the Pennsylvania Railroad from Ft. Wayne, Ind., 
to Chicago, Ill. Where does Item 21 on page 114 of 
LaSalle Consolidated Classification No. 1 indicate that 
provisions covering this shipment are to be found? 

S. Articles not Otherwise Indexed by Name 
What item on page 91 provides the ratings which 
would apply on a shipment of wooden spade handles 
in the rough? 

If.. General Headings and Subheadings 
Refer to page 60 in LaSalle Consolidated Classi¬ 
fication No. 1. Which items on this page are general 
headings? What other item or items must be read in 
connection with Item 10? With Item 24? 

5 . Specific Provisions Within a Particular Item 
A horse-drawn ambulance, weighing 1,000 pounds, 
is shipped loose (set up and without packing) from 
Kansas City, Mo., to Fargo, N.Dak. What item or items 
on page 154, LaSalle Consolidated Classification No. 1, 
provide the rating which would apply on this shipment? 
On what weight would charges be assessed? 

6. Mixed Carloads 

A hardware dealer in Tulsa, Okla., placed an order with 
an Omaha paint manufacturer for 30,000 pounds of ready 
mixed paints put up in pails and packed in boxes (page 
120, Items 13 and 14). At the same time he ordered 
from another Omaha house 200 horse blankets packed 
in boxes (page 91, Item 21), weighing 1,500 pounds, 
and asked to have the blankets delivered to the paint 
manufacturer in order that they might be loaded 
in the car with the paint. Interpreting the items cover¬ 
ing these two articles by themselves, without regard to 
any provision which may be made elsewhere, was the 


CONTENTS OF CLASSIFICATIONS 


91 


weight on which charges were assessed less than if the 
carload of paint and the blankets had been shipped 
separately? 

7. Special Provisions Applying in Connection with Articles 
A cotton grower shipped to a cotton broker at Waco, 
Texas, five bales of cotton compressed to a density of 
twenty pounds per cubic foot. Cotton n.o.i.b.n. is 
shown in Item 3, page 63, of LaSalle Classification. 
The broker contended that the correct rating on the 
shipment was second class as shown under the Western 
Classification; the railroad company agent contended 
that first class as shown under Western Classification 
was the proper rating. Who was correct in his con¬ 
tention, the railroad agent or the broker and what 
authority could he cite to show that his contention was 
correct? 


Chapter VIII 

HOW TO USE A FREIGHT CLASSIFICATION 

In the preceding chapter the discussion dealt largely 
with the contents and arrangements of a freight classi¬ 
fication and with the broader or more general phases of 
classification interpretation, in order that the reader 
might have a ground knowledge of the essentials of 
classification interpretation before entering into the more 
detailed phases. 

A few illustrations of the steps required in looking up 
the rating of an article are now in order. Each of the 
situations selected for this purpose differs from the others 
in some particular. „ It will be well to follow the explana¬ 
tions step by step, so that you may become familiar with 
the more mechanical features in using the Classification; 
but do not make the mistake, prevalent among ultra- 
practical men, of regarding the actual reading of the 
classifications as of greater value to you than the some¬ 
what general discussions which have gone before. 

It takes a comparatively short time to teach a clerk 
how to look up ratings in a purely mechanical manner, 
and he may do his work quite satisfactorily, so long as 
nothing more is required of him. But if a man hopes to 
rise in his profession, he must be able to interpret correctly 
the fine points of distinction between various articles, 
and to justify the ratings as provided in the Classification, 
or be ready to state what they should be, and to prove his 
contention. This is equally true whether he is in the 
service of a railroad, an industry, or a chamber of com¬ 
merce. 

Not uncommonly, when the rating assigned to a 
particular article has been changed as the result of some 
investigation, the ratings assigned to other articles which 
are similar from a transportation point of view or which 
may be competitive, have remained unaltered. It then 


92 


PRACTICAL USE OF CLASSIFICATIONS 


93 


becomes the duty of the traffic expert to single out such 
inequalities, and, should they work to the disadvantage 
of the organization which he serves, to suggest an equi¬ 
table adjustment which may be made without undue dis¬ 
turbance. To accomplish this he must, of course, be 
proficient in interpreting the classification provisions as 
they are at a particular time, and he must also know the 
angles developed in similar cases which have been heard 
by the Classification Committee or passed upon by the 
Interstate Commerce Commission, and the relative weight 
attached to the various factors involved. Even at the 
risk of becoming tiresome, let us stress once more the 
necessity for keeping in mind all the points which have 
been developed, when using the Classification, in order 
to see to exactly what extent the influence of each 
point can be detected in the ratings and provisions 
assigned the various articles. 

Some Practical Examples 

Lead Pencils in Boxes .—What is the proper rating to 
apply on a box of lead pencils, if the movement is governed 
by the Official Classification? The Southern Classifi¬ 
cation? The Western Classification? 

First refer to the “Index to Articles” in the forepart of 
the LaSalle Classification for a general heading to apply 
on pencils, regardless of the particular kind of pencil in 
this shipment. On page xxv the word “Pencils” 
appears and refers to page 124, items 1-4. Now turn 
to page 124 in the body of the Classification. Item 1 
reads “Pencils ” This item is the general heading. 
It carries no rating. Items 2, 3, and 4 name different 
kinds of pencils and show the ratings which apply on 
each. Item 2 provides for lead pencils in boxes a first- 
class rating under the Official Classification, the Southern 
Classification, and the Western Classification. The first- 
class rating therefore applies on a box of lead pencils 
when the shipment is governed by any one of these three 
classifications. 


94 


FREIGHT CLASSIFICATION 


Pipe Tongs in Barrels .—What is the proper rating to 
apply on a shipment of pipe tongs, packed in barrels, if 
the movement is governed by the Official Classification? 
The Southern Classification? The Western Classifi¬ 
cation? 

Again, refer first to the “Index to Articles/’ On page 
xxxi is listed, “Tongs, Pipe.” Opposite “Tongs, Pipe,” 
reference is made to page 149, item 25. The index is very 
comprehensive, and many of the articles listed are cross- 
indexed. Thus, in this case, on page xxvi, this same 
article is again listed as “Pipe Tongs.” The page and 
item reference is the same as shown on page xxxi. Now 
turn to page 149 in the body of the Classification. Item 
25 shows that for pipe tongs packed in barrels the Official 
and Western Classifications provide a third-class rating, 
but the Southern Classification provides a second-class 
rating. Therefore, third class is the proper rating to 
apply if the movement is governed by either the Official 
or the Western Classification, but second class if it is 
governed by the Southern Classification. 

Salad Dressing .—How should a less-than-carload quan¬ 
tity of salad dressing be prepared for shipment so as to 
entitle it to the lowest rating under the Official Classifi¬ 
cation? The Southern Classification? The Western 
Classification? 

In the index, salad dressing is listed on page xviii as 
“Dressing, Salad,” and again on page xxvii as “Salad 
Dressing.” In both places reference is made to page 135, 
item 20 and page 136, item 1. Item 20 on page 135 in 
the body of the Classification shows the general heading 
“Sauces, Table, n.o.i.b.n.,” including “Salad Dressing.” 

A careful reading of the separate divisions in this item, 
shows that a difference is made in the ratings according 
to whether the manner in which the shipment is pre¬ 
pared affords greater or less risk of damage in transit. 
If the salad dressing is in glass or earthenware containers, 
the Official Classification provides a first-class rating, 


PRACTICAL USE OF CLASSIFICATIONS 


95 


whether these containers are packed in crates, barrels, or 
boxes; the Southern Classification, first class if in crates 
and second class if in barrels or boxes; and the Western 
Classification, second class if in crates and third class if 
in barrels or boxes. If the salad dressing is put up in 
metal cans and the cans packed in barrels or boxes, how¬ 
ever, or if it is put up in barrels without any inner con¬ 
tainer (in bulk), it is given a third-class rating in all three 
classifications; in bulk in kits or pails, under the Official 
and Southern Classifications, second class applies, and 
under the Western, third class. 

Therefore, the lowest less-than-carload rating, third 
class, would apply under the Official and Southern Classi¬ 
fications if the salad dressing was put up in metal cans 
which were packed in barrels or boxes, or if it were in 
bulk in barrels. Under the Western Classification the 
shipper has a wider range of choice, as third class applies 
when the salad dressing is prepared for shipment in any 
of the ways described, except when in glass or earthen¬ 
ware containers which are packed in crates. 

Glass and Earthenware Containers .—The requirements 
set forth in Item 1, must be met when glass or earthen¬ 
ware containers packed in crates are used, for in connec¬ 
tion with this packing description reference to this note is 
made. The note provides: (1) that the capacity of 
the individual containers may not be less than one quart 
or more than one gallon; (2) that each container must 
be inclosed in an individual corrugated strawboard box 
of specified construction and strength; (3) that containers 
with a capacity not to exceed six gallons (twenty-four 
one-quart containers, twelve tw T o-quart containers, or six 
one-gallon containers, would equal six gallons) may be 
inclosed in a single crate, which must have a solid bottom 
and not to exceed three-inch openings between the slats 
on the other surfaces. Unless all these specifications are 
met, the ratings as provided for the articles “In glass, or 
earthenware, packed in crates/’ do not apply. 


96 


FREIGHT CLASSIFICATION 


If, however, instead of a less-than-carload shipment, a 
carload of any one kind of table sauce n.o.i.b.n., or of 
various kinds of table sauces—such as prepared horse¬ 
radish, prepared mustard, pepper sauce, salad dressing, 
etc.—is to be shipped, a fifth-class rating applies under 
the Official and Western Classifications, and a sixth-class 
rating under the Southern Classification. The sauces 
must be prepared for shipment “in packages named,” 
which means in any of the ways prescribed for less-than- 
carload shipment, but these lower carload ratings may 
not be applied on a weight of less than 36,000 pounds. 

Oil Paintings, Boxed .—What is the proper rating to 
apply on a boxed oil painting valued at $450 which 
weighs 200 pounds, if the shipment is governed by the 
Official Classification? The Southern Classification? 
The Western Classification? 

Paintings are fisted on page xxv of the Index to Articles, 
and reference is made to page 120, items 1-7. The 
general heading of the indicated items in the body of 
the Classification covers Paintings or Pictures n.o.i.b.n. 
As oil paintings are not specifically provided for elsewhere 
in the Classification, they are properly included under 
this general heading. Now read carefully items 2 to 5. 
It is apparent that the rating applicable is dependent on 
the value of the paintings. The painting in the problem 
under consideration is valued at $450 and weighs 200 
pounds, which makes the value average $2.25 per pound. 
This valuation is more than $2 per pound but not more 
than $5 per pound, and, therefore, the rating applicable 
as provided in Item 4 is 3tl (three times first class) 
under any one of the three classifications. 

As provided under items 6 and 7 on page 120, the 
shipper is required to sign a written statement of the 
value of the painting, or the shipment will be refused. 
In no case will paintings valued at more than $5 per 
pound be accepted (Item 5, page 120), as the regular 
freight service is not suited to handling articles of extraor- 


PRACTICAL USE OF CLASSIFICATIONS 97 

dinary value. Such shipments should be forwarded by 
express in order that they may be properly safeguarded. 

Ladies' Shirtwaists in Boxes .—What is the proper rat¬ 
ing to apply on ladies’ shirtwaists packed in boxes, under 
the Official Classification? The Southern Classification? 
The Western Classification? 

Search the index from beginning to end, and you will 
not find “shirtwaists” listed. Since they are not specifi¬ 
cally named, they must be included under some more 
general term. A shirtwaist is an article of clothing, and 
therefore it will be logical to look to the item covering 
clothing in general for the rating to apply on shirtwaists. 
“Clothing n.o.i.b.n.” is listed on page xvi of the index, 
and reference is made to page 59, Item 4. As shirt¬ 
waists are not anywhere more specifically described they 
are properly classified in accordance with Item 4, page 
59, covering “Clothing n.o.i.b.n.” Therefore, the proper 
rating is first class under each of the three classifications 
named. 

Classification Relationship 

The foregoing analysis of the Classification provisions 
indicates the relationship to which the great body of 
the articles of commerce not otherwise provided for is 
subject. It has been the purpose of this work so to pre¬ 
sent the conditions under which the existing system 
was evolved, and so to exemplify each phase, that the 
reader may acquire the ability to master for himself the 
real problems with which he must cope in his professional 
work. 

A mass of facts, stored away in a man’s mind, no matter 
how comprehensive, contrasts poorly with the ability to 
bring basic principles to bear on any problem which may 
arise, and so to work out the correct solution, confidently, 
logically, accurately. Precedent may be lacking, or 
memory may fail, but fundamental principles remain 
unaltered, and reasoning may be adapted to meet changed 


98 


FREIGHT CLASSIFICATION 


conditions. It is this ability, acquired thru being led to 
think on the subjects with which he must deal in the 
practical life before him, which constitutes the genuine 
advantage that the trained man possesses over the un¬ 
trained, thruout his subsequent career. 

Moreover, the classification of freight is a perennial 
problem. Because the classification prescribes a certain 
set of conditions to govern the movement of an article 
of commerce to-day, it does not follow that these condi¬ 
tions will remain unchanged six months from now. 
Changing conditions afford great opportunities for alert 
and ambitious workers. Never before has traffic work 
offered greater rewards for new methods, keen insight, 
and real executive ability. 

Finding in the Classification the item which covers a 
particular article is only the first step in determining the 
transportation charge. After it is located, the item must 
be interpreted with relation to the shipment in hand; 
the carload basis must be compared with that for less 
than carloads; and the effect of the various packing 
requirements as well as of special notes or provisions 
within the item itself, and the possible bearing of any of 
the rules of the Classification must be carefully weighed. 

Another possibility which must not be lost sight of is 
that an article may be entirely removed from the juris¬ 
diction of the Classification. It has already been ex¬ 
plained that a particular classification applies only as 
indicated on the title page of the class-rate tariff in which 
the rates covering the movement are published. Such 
a title page may provide that the issue is subject not 
only to a specified classification “and reissues thereof/’ 
but also “and exceptions thereto.” It remains, therefore, 
for us to see what these “exceptions” are, what purpose 
they serve, and what bearing they have on the movement 
of traffic. 


PRACTICAL USE OF CLASSIFICATIONS 


99 


Gist of Chapter VIII 


After all, “The proof of the pudding is in the eating.” 
Now that you have learned how to use the classification 
you will want to see what you can do by yourself. A 
few articles are suggested below but without doubt you 
will enjoy rating many others as well. 


1. Rating Articles 


Use LaSalle Consolidated Classification to look up each 
of these articles: 

Alfalfa Meal Stenographic Notebooks 


Canoes 
Jute Filling 
Uice Flour 


Piano Benches 
Automobile Axles 
Electric Cooking Ranges 


How should a less-than-carload shipment be packed in 
order to enjoy the lowest rating? 

In what particulars do the provisions of the Southern 
Classiffication differ from those of the Official Classifica¬ 
tion? 

What is the lowest weight on which the carload ratings 
may be applied? 


Chapter lX 

CLASSIFICATION EXCEPTIONS 

As emphasized in a previous chapter, the current 
classification was not at first formulated as a single issue, 
but is the result of a gradual evolution. Originally each 
carrier had its own classification, but as the movement of 
thru traffic developed, it became apparent that such an 
arrangement was not only cumbersome, but that it 
tended to restrict the flow of traffic. Carriers serving 
particular sections, recognizing their community of 
interest, arranged to consolidate their issues and to 
become parties to a single classification which would 
apply thruout the entire section. 

A classification for such broad applications must 
necessarily contain only a more or less general grouping 
of articles into classes, and rules and regulations of a 
general nature adapted to the needs of a large geographical 
unit and a wide range of conditions. Naturally, within 
such a large territory transportation conditions and trade 
considerations vary greatly, so that not infrequently the 
general good and the best interests of a single line and a 
particular section are at variance. 

A classification provision which is acceptable to the 
majority of the interested carriers may work to the dis¬ 
advantage of others. Each carrier, therefore, in becom¬ 
ing a party to the general classification, reserves the right 
to issue for its own use special provisions covering such 
items as are not suitably taken care of in the classifica¬ 
tion proper. These special provisions, which represent 
deviations from the classification, are known as “Excep¬ 
tions/’ and when properly published and referred to 
either by an individual line or by an agent in behalf of a 
group of lines, take precedence over the corresponding 
provisions in the governing classification. 


100 


EXCEPTIONS TO CLASSIFICATIONS 


101 


Definition of “Exception ”—In traffic terminology, 
when used as relating to classification, an “exception,” 
“exception to classification,” and “classification excep¬ 
tion” all mean the same thing and are used interchange¬ 
ably. The best concise definition of an exception that 
the author can give, is that it is a specific rating, rule, 
regulation, or provision supplemental to or differing from 
the corresponding provision carried in the freight classi¬ 
fication to which it is an exception. 

There must, however, be some published authority for 
thus deviating from the published classification, and this 
authority is attained by incorporating the exception in 
either the tariff carrying the rate applying, or in a sepa¬ 
rately published schedule known as “Exceptions to 
Classification” or “Classification Exceptions.” 

These schedules are usually a combination of classifica¬ 
tion exceptions, and rules and regulations. They are, 
therefore, frequently referred to as rules circulars. Such 
schedules may be published by an individual railroad 
or by an agent who has been authorized to act for a 
number of carriers. As is true of a freight classification, 
the schedules containing exceptions and rules must be 
published in accordance with the prescribed regulations 
of the Interstate Commerce Commission, and before they 
can become effective must be filed with that body. 

Comparison of Classification and Exception Items 

The following items, taken from the Consolidated 
Classification, together with exceptions which alter or 
supplement the provisions of the governing classification, 
will make more clear the purpose served by these special 
issues. It must be borne in mind that each exception 
applies in a restricted area only, and does not affect the 
provisions of the governing classification thruout the 
remainder of the territory. A comparison of each classi¬ 
fication item with the corresponding classification excep¬ 
tion, is both interesting and instructive. 


102 


FREIGHT CLASSIFICATION 


In Official Classification Territory 

It will be seen from the reproduction from the classi¬ 
fication which appears in Figure 8, that under the Official 
Classification no rating is provided for carload shipments 
of anthracite or semi-anthracite coal. The symbol shown 
in the “Official” rating column indicates that such ship¬ 
ments are subject to the rates and regulations of individual 
carriers. (See Item 6, page 59, of LaSalle Classification.) 

Classification: 


ARTICLES 

RATINGS 


Official 

Southern 

Western 

COAL: 

Anthracite or Semi-Anthracite: 

In bags, barrels or boxes, L. C. L.. 

4 

5 

4 

In packages or in bulk, C. L., min. 
wt. 40,000 lbs. 

<> 

6 

D 


Figure 8. The symbol "v in the Official Classification indicates that shipments of anthra¬ 
cite and semi-anthracite coal are subject to rules and regulations of individual carriers. 


By incorporating the provisions reproduced in Figure 9 
in the Exceptions to Official Classification, the Hocking 
Valley Railroad provides a basis for computing rates on 
carload shipments of anthracite coal moving between 
any two stations on that line. (See Item 35, page 1, of 
LaSalle Classification Exceptions No. 1.) 


Exception: 


Coal, Anthracite, C. L., minimum 
weight 40,000 lbs. 


80% of 6th 
Class 


Between all H. 
V.R.R. stations 


Figure 9. The above taken from the Exceptions to Official Classification provides the rating 
and regulations referred to by the symbol -A. in the Official column of Figure 8 and fixes 
the basis of charge. v 


In this way, the rate to apply on a shipment moving 
between any two stations on the Hocking Valley Rail¬ 
road is made 80 per cent of the sixth-class rate. Assume 
that the scale of rates shown on page 85 applies from 
station “A” to station “B.” 













EXCEPTIONS TO CLASSIFICATIONS 103 

The sixth-class rate in this scale is 333^ cents. The rate 
to apply on a shipment of anthracite coal moving from 
station “A” to station “B” is therefore 80 per cent of 
33J^ cents, or 27 cents. 

This method of publishing exceptions is frequently 
used by the Central Freight Association, for in one 
small item it is possible to establish special rates between 
a large number of stations. 

Common earthenware and stoneware when packed in 
barrels, boxes, or crates is rated fourth class in the 
Official Classification, as shown in Figure 10. (See 
Items 21, 22, and 23, page 129, LaSalle Consolidated 
Freight Classification.) 

Classification: 


ARTICLES 

RATINGS 


Official 

Southern 

Western 

POTTERY: 

Earthenware or stoneware: 

Common brown or gray Jugware, 
consisting of Bowls, Churn 
Bodies, Crocks, Jars, Jugs, 
Pans, Pitchers or Pots: 
Packed in barrels, boxes or crates, 
L. C. L. 

4 

4 

4 

In packages named, or packed 
in excelsior, hay, straw or 
similar packing material, C. L. ; 
min. wt. 24,000 lbs., subject to 
Rule 34. 

5 

6 

B 


Figure 10. In this reproduction from the Official Classification, you will note that 
earthenware or stoneware, when packed as indicated, is rated fourth-class in Official 
Territory. Refer to Figure 11 and you will find an exception to this ruling. 

Under the general rules of the classifications, the carriers 
would ordinarily refuse to accept shipments of these 
articles unless packed. Roads in Central Freight Asso¬ 
ciation Territory (see map 2 of Atlas of Traffic Maps ) 











104 


FREIGHT CLASSIFICATION 


are willing to accept, under special provisions, shipments 
of this character when loose, and therefore publish an 
exception as shown in Figure 11. (See Item 55, page 2, 
LaSalle Classification Exceptions No. 1.) 


Exception: 


Crockery and Stoneware, loose, in less 
carload quantities, will be accepted 
under the following conditions only: 
1st—Shipments must be carefully 
and safely loaded so as to prevent 
breakage, and shippers must exe¬ 
cute release to the carriers for any 
and all damage, except that 



caused by wrecking car. 

2nd.—Number and articles must be 
properly specified in bill of lading, 
for example: 

100—1 gallon jars. 

52—1 gallon pans. 

3rd.—Delivery to the carriers will 
be considered as acceptance by 
shippers that these terms are 
wholly agreed to. 

And carriers will not accept ship¬ 
ments billed as “1 lot of 
crockery,” or “1 lot of earthen¬ 
ware” or any other such terms. 

1st Class 

Territory A 


Figure 11. Under this exception to the ruling shown in Figure 10, roads in the Central 
Freight Association will accept earthenware and stoneware when shipped loose. 


The carriers in Territory A have agreed to do this on 
traffic moving via their lines, but in return they require 
the shipper to load his own freight, to release the carrier 
from liability for damage (except when caused by a 
wreck), and to pay charges on the basis of the first-class 
rate instead of the fourth class. 

In Southern Classification Territory 

In the next item, the Southern Classification provides 
a Class D rating (shown in Figure 12) for carload ship¬ 
ments of cottonseed, but this rating may not be applied 
on less than 30,000 pounds, for that is the minimum 
weight named. (See Item 21, page 137, LaSalle Classi¬ 
fication.) 






EXCEPTIONS TO CLASSIFICATIONS 


105 


Classification: 


ARTICLES 

RATINGS 


Official 

Southern 

Western 

SEEDS: 

Cotton: 

In bags, barrels or boxes, L. C. L.. 

3 

6 

3 

In packages or in bulk, C. L., min. 
wt. 30,000 lbs. 

6 

D 

A 


Figure 12. This item from the Southern Classification provides a Class D rating for 
carload shipments of cottonseed in carload lot3 and establishes a minimum weight of 
30,000 pounds. Note the exception in Figure 13. 

In the Exception to Southern Classification, the Mobile 
and Ohio Railroad has incorporated the item shown in 
Figure 13. (See note 4, page 2, LaSalle Classification 
Exceptions No. 2.) 

Exception: 


Handling Remnants Shipments of Cotton Seed 
At the close of each season, remnant shipments of cotton seed will 
be handled to points at which there are cotton seed oil mills, at the 
carload rate, actual weight, except that not more than one remnant 
will be handled from the same shipper and point of origin to the same 
consignee and destination at the carload rate. 

Remnant shipments of cotton seed of 10,000 pounds or less must 
be packed or in bags; shipments of over 10,000 pounds may be shipped 
loose but must be loaded by shipper and unloaded by consignee. 


Figure 13. Here we find that in the Southern Classification, the Mobile and Ohio 
railroad, will, under certain conditions, accept shipments of cotton seed weighing less 
than the minimum established in Figure 12,—at C. L. rates. 

The purpose of this item is to enable shippers in the 
territory which the Mobile and Ohio Railroad serves to 
“ clean up” at the end of the season by shipping at the 
carload rate such small quantities of seed as might be 
left over. The minimum weight is disregarded on only 
one such “remnant” shipment from one shipper and 
point of origin to one consignee and destination. 

Under Southern Classification, a second-class rating 
is provided for new wooden meat shipping refrigerator 
boxes and a fourth-class for old boxes of this descrip- 












106 


FREIGHT CLASSIFICATION 


tion as is shown in Figure 14 below (see Item 9, page 50, 
LaSalle Freight Classification). 


Classification: 



RATINGS 

ARTICLES 





Official 

Southern 

Westren 

BOXES: 




Meat Shipping Refrigerator, wooden: 




New, loose or in packages. 

3 

2 

2 

Old, loose or in packages. 

3 

4 

4 


Figure 14. Refrigerator boxes used in shipping meat products are used over and over 
again. While the Southern Classification authorizes a second-class rating on new 
boxes and a fourth-class on old, the exception cited in Figure 15 authorizes the free 
return of used boxes to original point of shipment. 

These boxes can be used a number of times but if no 
special provisions were made for their return the cost of 
returning them to the original point of shipment would 
add materially to the expense of using such boxes. In 
order, therefore, to provide for the free return of these 
articles there is incorporated in the Exceptions to South¬ 
ern Classification an item such as reproduced in Figure 
15. (See Note 6, page 3, LaSalle Classification Excep¬ 
tions No. 2.) 

Exception: 


RETURNED MEAT BOXES, HOOKS, ETC. 

Refrigerator barrels, boxes, galvanized iron pans, galvanized iron 
tanks, ice cones, hooks, meat sticks, racks and stilts, used in the 
carriage of meat or packing house products in refrigerator cars; the 
rates include return transportation via same line over which originally 
shipped. 


Figure 15. This exception to Southern Classification saves shipper thousands of 
dollars each year because it authorizes the free return of wooden refrigerator boxes 
used in shipping meat products which as we have seen in Figure 14 take a fourth-class 
rating. 

It will be noticed that this excerpt from the Exception 
to Classification provides for the free return movement 
of various articles used in connection with the transpor¬ 
tation of meats in refrigerator cars and further, that in 












EXCEPTIONS TO CLASSIFICATIONS 


107 


order to secure this free return the articles must be 
sent back over the same line via which they were origi¬ 
nally shipped. 

In Western Classification Territory 

In the excerpt of Western Classification shown as 
Figure 16, crackers and cakes in less-than-carload 
quantities are given a first-class, second-class, or third- 
class rating, depending on the manner in which the ship¬ 
ment is packed. These ratings, as is usual with less- 
than-carload ratings, are not predicated on a shipment 
of any specified weight. (Item 19, page 41, LaSalle 
Classification.) 

The item reproduced in Figure 17 appears in the 
exceptions which apply in Western Territory. (Item 50, 
page 1, LaSalle Exceptions No. 3.) 

A third-class rate is thus made to apply on crackers 
and cakes packed in any of the ways specified, each 
single shipment to be charged on a weight of not less 
than 5,000 pounds. This is not a carload minimum 
weight, but is similar, in that it is the least weight in 
connection with which the provisions in the item may 
be taken advantage of. On smaller shipments the less- 
than-carload ratings provided in the Classification prop¬ 
erly apply unless 5,000 pounds at third class results in a 
lower charge, shows that in the Western Classification 
both broom handles and mop handles are accorded a 
Class A rating in carload lots and that each is subject 
to a minimum weight of 36,000 pounds; whereas tent 
pins, with a minimum weight of 24,000 pounds, are 
assigned to third class. (Item 2, page 91; Items 15, 
16, page 115, and Item 10, page 147, of LaSalle Classi¬ 
fication.) As these articles are listed under separate items 
in the Classification they could not be shipped as a mixed 
carload, but by the use of the excerpt from the classifica¬ 
tion exceptions shown in Figure 19 a carload mixture is 
authorized. 


Classification: 


ARTICLES 

RATINGS 

Official 

Sonthera 

Western 

Biscuits, Bread, Cakes, Crackers, 
Matzos, Pretzels or Toast, N.O. 
I.B.N.: 

In cartons in crates, L. C. L. 

2 

1 

2 

In fibre or metal cans with glass 
fronts, glass protected by cor¬ 
rugated fibreboard or wood, or 
without glass fronts, in crates, 
L. C. L.. 

2 

4 

2 

In fibre or metal cans with or with¬ 
out glass fronts, in shipping racks, 

L. C. L. 

2 

4 

2 

In shipping baskets with basket 
work covers, L. C. L. 

1 

2 

1 

In shipping baskets with solid 
wooden covers, L. C. L. 

1 

3 

2 

In wheeled carriers, wood, fibre- 
board and iron or steel com¬ 
bined, locked or sealed with 
metal seals, L. C. L. 

2 

4 

3 

In barrels or boxes, L. C. L. 

2 

4 

3 

In packages named, in fibre or 
metal cans with or without glass 
fronts, loose, or in wrapped car¬ 
tons loaded in ends of box cars 
and securely braced across car, 
C. L., min. wt. 20,000 lbs., sub¬ 
ject to Rule 34. 

4 

5 

4 


Figure 16. In Western Classification shipments of crackers and cakes in less-than- 
carload lots range from first to third-class, depending upon the packing. Another rat¬ 
ing for shipments of 5,000 pounds is provided by the exception shown in Figure 17. 

Exception: 


Crackers, in Minimum Lots of 6,000 Pounds: 

Crackers, Cakes, Fruit Biscuits, packed in paper 
cartons, pulpboard cases, or in boxes, barrels, 
crates, fibre or metal cans or in baskets in straight Third Class 
or mixed lots, loaded at end of box cars, securely Rates 
held in place by crating or slats across cars, in 
minimum lots of 5,000 pounds. 


Figure 17. The 5,000 minimum weight mentioned in this exception is not a carload 
minimum weight, but is similar to one inasmuch as it is the least weight at which the 
provisions in this section may be taken advantage of. 

108 


















Classification: 


ARTICLES 

RATINGS 


Official 

Southern 

Western 

HANDLES: 




Broom, wooden : 

In bundles, L. C. L. 

3 

4 

3 

In boxes or crates, L. C. L. 

3 

4 

4 

Loose or in packages, C. L., min. 
wt. 36,000 lbs. 

5 

6 

A 

Mop Parts : 

Handles, wooden: 

In bundles, L. C. L. 

3 

3 

3 

In boxes or crates, L. C. L. 

3 

3 

4 

Loose or in packages, C. L., 
min. wt. 36,000 lbs. 

5 

6 

A 

Tents and Tent Pins (Tent Stakes), 
wooden, Tent Slides (Tent Keys), 
wooden, or Tent Poles, wooden, 

loose or in packages as provided for 
straight carload shipments, mixed 
C. L., min. wt. 24,000 lbs., subject 
to Rule 34. 

3 

3 

3 


Figure 18. Under Western Classification broom and mop handles take a Class A 
rating with a 36,000 pounds minimum, while tent pins take third-class with 24,000 
pounds as minimum subject to certain conditions. The exception shown in Figure 19 
assigns a different rating to these articles, whether in straight or mixed carload ship¬ 
ments. 

The item reproduced in Figure 19 is also taken from 
an exception sheet applying in the territory governed by 
the Western Classification. (Item 105, page 2, LaSalle 
Exceptions No. 3.) 


Exception: 


Handles: 

Broom and Mop Handles, in the 
white, in straight or mixed car¬ 
loads, or in mixed carloads with 


D 

not to exceed 12,000 pounds of 
Tent Pins; minimum weight 
36,000 pounds. 




Figure 19. In this exception a Class D rating is made to apply on a carload of either 
mop or broom handles in straight to mixed carloads or on a mixed carload of broom 
handles, mop handles and tent pins. 


109 




















110 


FREIGHT CLASSIFICATION 


Figure 19 which is a reproduction from an exception 
tsheet of the Western Classification shows not only how 
an exception may give an article a rating different from 
that named in the classification but also how provision 
for a mixed carload of articles may be made. In the 
classification both broom handles and mop handles, car¬ 
load, take a Class A rating while the exception gives 
them a Class D rating, and also provides that they will 
take this rating in mixed carloads or when mixed with 
tent pins. 

In this item a Class D rating is provided to apply on a 
carload of broom handles alone or mop handles alone; on 
a carload made up of both broom handles and mop 
handles; or on a carload made up of broom handles, mop 
handles, and tent pins. 

These reproductions reflect only a very few of the 
almost innumerable deviations from the classification 
ratings and rules that are carried in exception sheets and 
rules circulars of the carriers. 

What an Exception or Special Provision May Cover .— 

An exception or special provision may cover the move¬ 
ment of one article or commodity from one point to 
another, or it may cover the movement of a number of 
articles or commodities from a number of points to a 
number of other points. It may consist of only a change 
in a rating, in the minimum weight applicable, in the 
packing requirements, or in any requirement of the 
classification, or it may apply to any combination or all 
of these different phases. It may be some rule or regu¬ 
lation not provided for in the classification. It may 
apply in any or all particulars between only two points, 
or over a large territory. In short, an exception may be 
issued whenever a carrier deems it advisable to prescribe 
special conditions for the movement of particular traffic 
different from, or supplemental to, those given in the 
classification, which would otherwise govern. 


EXCEPTIONS TO CLASSIFICATIONS 


111 


Application of Exceptions and Rules Circular .—As is 

reflected in the preceding paragraph, the application of an 
exception or special rule is not usually as broad as that 
of the classification; and as a rule an exception or special 
provision takes precedence over the classification, but 
only when so specified and only to the extent authorized 
by the tariff under which the shipment moves. 

In other words, if the tariff naming the rate provides 
on either its title page or within itself that it is subject 
to or governed by a particular exception sheet or rules 
circular, then an exception or rule that may be provided 
in the governing publication will apply, but is subject to 
any restrictions that the rate tariff may place upon its 
application. 

To make the foregoing clearer, assume that the title 
page of the tariff naming the rate applicable bears the 
notation, “Governed by Official Classification No. 100.” 
In such a case no exception to the classification would 
apply, as no exception is referred to by the rate tariff. 
But now assume that the notation reads “ Governed by 
Official Classification No. 100 and by Exceptions thereto.” 
In this case the exceptions would take precedence over 
the classification. Now, assume that the notation reads 
“Governed, except as otherwise provided herein, by 
Official Classification No. 100.” In this case any excep¬ 
tion carried in the rate tariff would take precedence over 
the classification, but any exception carried in a publica¬ 
tion other than the rate tariff, would have no effect. 
And, lastly, assume that the notation reads “Governed, 
except as otherwise provided herein, by Official Classi¬ 
fication No. 100 and by Exceptions thereto.” In this 
instance any exception provided within the tariff would 
take precedence over any exception provided in the 
exceptions to the classification. If there was no excep¬ 
tion in the tariff itself, any exception provided in the 
exceptions to the classification would take precedence 
over the Official Classification. Of course, if there was 


112 


FREIGHT CLASSIFICATION 


no exception carried in the tariff or in the exception 
sheets, the Official Classification itself would govern. 

Territorial Exceptions .—-As it has been developed that 
exceptions are carried in three different kinds of publica¬ 
tions, namely, rate tariffs, individual line and agency 
exception sheets, and rules circulars, we shall outline 
briefly the application of exceptions in relation to the 
three main interstate classifications. 

Emphasis, however, is laid upon the fact that the 
following discussion, having reference to what may be 
called territorial exception sheets and rules circulars, are 
but outlines, and that there are a great many instances 
where variations exist. It is again stressed that an 
exception sheet or rules circular applies only when so 
specified, by and to the extent indicated by the rate 
tariff under which the shipment moves. 

Exceptions to Official Classification. —With the excep¬ 
tion of those carried in a publication issued by the 
Central Freight Tariff Bureau, virtually all classification 
exceptions and special rules applying within Official 
Classification Territory are shown in the individual issues 
of the various lines operating in that territory. 

The publication of the Central Freight Tariff Bureau 
referred to is commonly known as “Exceptions to Official 
Classification.” Its title page is reproduced in Figure 20. 

From the title carried by this issue, it might easily be 
inferred that it is applicable to the entire Official Classi¬ 
fication Territory; but such is not the case, as it applies 
principally from points in territories described therein, 
mainly the Central Freight Association Territory, and 
part of the Trunk Line Association Territory, and from 
points in C. F. A. Territory to certain points in Canada; 
but as in the case of all such publications, its application is 
restricted to tariffs that are made subject to it. This 
will be seen by reading the facsimile title page shown. 

While this exception sheet does not apply over the 
entire Official Classification Territory, a great many lines 


Only Out* Supplements to this Tariff 
will be in effect at any tune. 


C. R. C. Ifo. 732. 

HL P. O: C. Ho. 90. 
ted. R. C. Ho. D-171. 
Mich. P. U. C. Ho. 246. 
Ohio Ho. 810. 

CANCELS 
C. R. C. Ho. 863. 
m. p. u. a Ho. 6«. 
ted. R. C. Ho. D-100. 
Mich. P. U. C. Ho. 217. 
Ohio Ho. 698. 


{For Additional Cancellations see Pace 6.) 


I. C. C. Ho. 1102. 

S. B. No. 8. 

P. S. C.-2 H. Y. No. 66. 
P. S. C.-Pa. No. 60. 

P. S. C.-W. Va. No. 48. 

CANCELS 
L C. C. No. 861. 

S. B. No. 6. 

P. S. C.-2 N. Y. No. 46. 
P. S. C.-Pa. No. 39. 

P. S. C.-W. Va. No. 34. 


Central Freight association 

Tariff bureau 

W. J. KELLY, AGENT. 


FREIGHT TARIFF No. 130-M 

Cancels Freight Tariff No. 1S0-L 
(For Individual Carriers’ Tariff Numbers, refer to pages 3 and 4) 

EXCEPTIONS TO OFFICIAL CLASSIFICATION 


RENTAL CHARGES, RULES AND REGULATIONS, 
ESTIMATED AND MINIMUM WEIGHTS, ETC. 


BETWEEN POINTS IN OFFICIAL CLASSIFICATION TERRITORY AS DESCRIBED ON 

PAGES 84 TO 95 


h«aby. 


Tbs'provttteai’el tariff apply only oa traffic ca acred by tariff r which make reference hereto, or which make reference to publication! snperstded 


Except aa otharwtao provided rattata ahewa herota, are (object to the rtffer, eoadtttoaa aad ether rssulremsnts of Official ClaiallcaUon. 


By aathodty of Kale TV, of lataratate Commerce Coauntartoa Tariff Circular Ho. 1S-A, ltema VOS aad trio are aet made applicable from all 
tatormedlate polata. Upon reaaoaabU request therefor ratea which wtll not exceed thoae la effect from more distant polota will, under mthorlty (rented 
by the latsrstats Commerce Commission. he eeUhUahed from any IntermedUtc point hereunder, apoa one day’s notice to the Commlsiton cod to the 


ISSUED JUNE 29. 1921 


EFFECTIVE AUGUST 10. 1921 

(Except as aotad In Individual Items.) 


{torn IlTd. tamed Oa five days’ aottes, under Special Permission of the Interstate Co m mer c e Commission, No. SIU7, of June SS, ltti. 

Romo SOOT, MTV, MTS, dOOS, dill, <ni, tltl.UU, «»4, 4101.4S0S, 4104, 4104, IffST aad 1(00 an leaned oa Svo days’ antics aadar 8 pa da I 
Ptrmiatloa at the lataratate Comm ere* Commlsiton Ho. SIMS, ot July 1,1131. 


Issued by 

W. J. KELLY, Agent, 
Chicago, ID. 


( 12 . 000 ) 


Month. 


PATE RECEIVED 
.Pate. 


Figure 20. Here is a reproduction of the cover page of the carriers authorized publi¬ 
cation known as Exceptions to Official Classification. The wording might lead one 
to believe that the exceptions contained in it are applicable to the entire Official Classi¬ 
fication Territory. This, however, is not the case. It has important limitations which 
arc outlined in the text. 


113 


✓ 
















114 


FREIGHT CLASSIFICATION 


operating in that territory are parties to the issue, and 
many tariffs are made subject to it. 

Exceptions to Southern Classification .—Exceptions to 
the Southern Classification were formerly included as a 
section of that classification, but since the consolidation 
of the three major classifications, the exceptions have 
been issued in a separately published schedule entitled 
“Exceptions to Southern Classification/ 7 which is issued 
by an agent representing all carriers who are parties to 
the issue. 

In addition to the exceptions made by the carriers 
themselves, a number of the individual states require 
exceptions that apply on traffic moving within the 
respective state. 

From the title page reproduced in Figure 21, it will be 
noticed that the exceptions apply only where freight 
tariffs specifically state that the rates contained therein 
are governed by the exceptions. 

Exceptions to Western Classification. —Exceptions to 
the Western Classification are published for the most part 
by various freight committees of the carriers, and are 
largely regional in their application. The principal 
agency issues are those of the Western Freight Tariff 
Bureau, the Southwestern Lines Tariff Bureau, and the 
Pacific Freight Tariff Bureau. 

There are two issues published by the Western Freight 
Tariff Bureau, one known as Circular 1 Series and the 
other as Circular 17 Series. A reproduction of the title 
page of Circular 1 Series is shown as Figure 22. These two 
publications apply mainly within the Western Trunk 
Line Territory 1 on interstate traffic, and in addition upon 
state traffic of several of the states lying within that 
territory. 

The Southwestern Lines’s issues are in three series, 
namely, Southwestern Lines Classification Exceptions 
and Rules Circular 1, 2, and 3. 

‘For Western Trunk Line Territory, see Map No. 12, Atlas of Traffic Maps. 


OMIT THREE SUPPLEMENTS TO THIS ISSUE WILL 
SE IN FORCE AT ANT TIME. 


I. C. C. No. 4 


UNITED STATES RAILROAD ADMINISTRATION 

Director General of Railroads. 

J. E. CFtOSLAff© 

FEDERAL AGENT foe roads under Federal Control (see poses Iv and v) under authority of Appoint* 
ment Notice No. 2 , filod with the Interstate Commerce Commission 
by the Director General of Railroads. 

AGENT AND ATTORNEY for roads not under Federal Control (tee pages vl and vll.) 


EXCEPTIONS No. 1 


TO 


SOUTHERN CLASSIFICATION 

No. 44 (J. E. CROSLAND’S I. C. C. No. 3, AND SUPPLEMENTS 
THERETO OR REISSUES THEREOF.) 

AS PUBLISHED W 

CONSOLIDATED FREIGHT CLASSIFICATION No. 1 


These Exceptions apply only where Freight Tariffs specific¬ 
ally state that the rates contained therein 
are governed hereby. 


SUBJECT TO CHANGE ON LEGAL NOTICE. 


ISSUED DECEMBER 8, 1919. 


EFFECTIVE DECEMBER 30, 1919. 


Issued on ten days' notice under specie! permission of the Interstate Commerce Commission Ho. 48461 of 
November 22, 1919. 

ISSUED BY 

J. E. CROSLAND, AtfSnt, 

215 Transportation Building, 

ATLANTA, GA. 

COMMUNICATIONS REOARDINO PROVISIONS PUBLISHED HEREIN SHOULD 8E ADDRESSED TO THE TRAFFIC OFFICIALS OF THE LINES PARTICIPAT. 
INQ IN THE RATES MADE SUBJECT TO THESE EXCEPTIONS, AS SHOWN IN TARIFFS PUBUSHINO SUCH RATES. 


"ETSwST 


COUailR-JOURNAL UOC PVd. CO.. LOUI4V1U.I 


Figure 21. The reproduction of this title page conveys an accurate conception of the 
general appearance of the publication known as Exceptions No. 1 to Southern Classi¬ 
fication. It applies in Southern Classification Territory. 


115 












116 


FREIGHT CLASSIFICATION 


Southwestern Lines's Classification Exceptions and 
Rules Circular .—By reference to the title page of South¬ 
western Lines’s Classification Exceptions and Rules 
Circular No. 1 Series, which is reproduced in Figure 23, 
it will be observed that this schedule applies on traffic 
originating at or destined to points in Louisiana or Texas, 
and also includes traffic originating at or destined to 
Texarkana, Ark.-Tex. Series No. 2 applies on traffic 
originating at or destined to points in Arkansas, Louisiana, 
Missouri, and Oklahoma. Series No. 3 governs on 
traffic originating at or destined to points in Oklahoma. 

The applications just given are but groupings or out¬ 
lines; and in order to ascertain which schedule would 
apply on a given movement, it would be necessary to 
refer to the tariff governing, as each of the schedules 
carry the same notation as shown on the title page of 
No. 1 Series, which, it will be observed, reads “Govern¬ 
ing traffic originating at or destined to points in * * * 

and moving under tariffs which are specifically made 
subject hereto.” 

The Pacific Freight Tariff Bureau issue is designated 
as “Exception Sheet No. 1,” and applies principally on 
traffic moving from and to points in the territory; 
roughly, from Denver, Colo., on the east to the Pacific 
Ocean on the west. 

In addition to its interstate application, this issue 
applies quite generally on California and Arizona intra¬ 
state traffic, but like all exception sheets and rules 
circulars, it applies only on traffic covered by tariffs that 
make reference to it specifically. 

In addition to these so-called “agency exception 
sheets” previously referred to, the freight tariffs issued 
by the Transcontinental Freight Bureau, which are 
governed by the Western Classification and apply on 
transcontinental traffic, carry within themselves numer¬ 
ous exceptions to the Western Classification, as do the 
individual publications of some of the lines which are 
parties to that classification. 


Only three Supplements to this Circular will 
be in effect at any time. 


I. C. C. No. A-1091. 
Cancels X. C. C. No. A-874. 


WESTERN FREIGHT TARIFF BUREAU 


P. S. C.-Mo. No. 126. 
Cancels P. S. C.-Mo. No. 86. 


C. R. C. No. A-429. 
Cancels C. R. C. No. A-367. 

Minn. R. C. No. 64. 
Cancels Minn. R. C. No. 41. 


I. P. U. C. No. 90. 

Cancels I. P. U. C. No. 51. 

Ind. R. C. No. A-84. 
Cancels Ind. R. C. No. A-G6. 


Mich. P. U. C. No. 81. 
Cancels Mich. P. U. C. No. 


CIRCULAR No. 1-0 

(Cancels Circular No. 1-N) 

See pages 4 and S, inclusive, for List of Issuing Carriers. 

See pages 2 and 3 for Cancellations of Individual Lines’ Numbers. 


Rules, Regulations and Exceptions to Glassitications 


Rules, Regulations and Exceptions shown herein will take precedence over 
the classifications governing tariffs made subject hereto. 


RULES, REGULATIONS AND EXCEPTIONS PUBLISHED IN THIS CIRCULAR APPLY AS INDICATED IN 
THE VARIOUS SECTIONS HEREOF. 

SPECIFIC RULES PROVIDED IN TARIFFS GOVERNED BY THIS CIRCULAR WILL TAKE PRECEDENCE 

OVER RULES PROVIDED HEREIN. 


ISSUED MAY 22, 1920 EFFECTIVE JULY 12, 1920 

(Except as noted In individual rule*.) 

Note 1.—Reduced rates provided for in this schedule are filed on five (6) days' notice under authority of the Interstate 
Commerce Commission’# Reduced Rate Order No. 242 of May 8, 1920, without formal hearing, which approval shall not affect 
any subsequent proceeding relative thereto. 


( 20 , 000 ) 


Issued by 

E. B. BOYD, Agent, 
Chicago, HL 


File No. 28. 


Ut-IWTS) 

Figure 22. Illustrating the appearance of the title page of the Exception Sheet issued by 
the Western Freight Traffic Bureau which applies on all shipments within certain parts of 
Western Classification Territory. 


117 














Only three supplements to this Classification 
will be in effect at any time. 


P. 8.O.-Mo.-No. 119 of F. A. Leland, Agent 
Cancels P. S. C. Mo.-No. 1C2. 

0. E. 0. No. 681 of W. J. Kelly, Agent 
Cancels C. R.-O. No. 168, of F. A Lelaad, Agent. 
OHIO No. 771 of W. J. Kelly, Agent 
Cancels Ohio No. 6, of F. A Leland, Agent. 


I. 0. 0. No. 1426 
Cancels I. C. C. No. 1333. 
F. A. Leland, Agent 
I. 0. C. No. 1009 
Cancels I. C. 0. No. 909. 
W. J. Sally, Agent. 


SOUTHWESTERN. LINES’ CLASSIFICATION 
EXCEPTIONS AND RULES-CIRCULAR No. 1-J 

(Cancels Southwestern Lines’ Classification Exceptions and Rules Circular No. 1-1) 

(Per Individual Lines’ Tariff Numbers, Current and Cancelled, see pages 3 and 4) 

ST AM? H£BE 


CONTAIN IN<J 


EXCEPTIONS TO WESTERN CLASSIFICATION No. 56 

(CONSOLIDATED FREIGHT CLASSIFICATION No. 1) 

(&. 0. Fyfe’s L 0.0. No. 14. P. S. O.-Mo.-No. 5), or reissues 


RULES AND CONDITIONS 

GOVERNING TRAFFIC ORIGINATING AT OR DESTINED TO POINTS IN 

LOUISIANA AND TEXAS, ALSO TEXARKANA, ARK.-TEX. 

(See Item No. 42, or reissues) 

AND MOVING UNDER TARIFFS WHICH ARE SPECIFICALLY MADE SUBJECT HERETO. 


, NOTE—Whenever a carload or loss-than-carload commodity rate is established, it removes the application 
of the class rate to or from the same points on that commodity in carload quantities or leas-than-carload quantiles (as 
the oase may be), except when and in so far as alternative use of class and commodity ratos is specifically provided 
for by induing in different sections of one and the same tariff such class and commodity rates, and by including in 
each section of such tariff the specific rule: “If the rates in Section — of this tariff make a lower charge ot) any ship¬ 
ment than the rates in Section — of this Tariff, the rates in Seotion — will be applied.’’ 


The ratings named in this Classification are subject to tho conditions of the carriers' bills cf lading, and (unless 
otherwise provided to the contrary) to the rates, conditions and requirements of Western Classification No. 66 (Con¬ 
solidated Freight Classification No. 1), (It. 0. Fyfe'a I. 0. 0. No. 14, P. S. O.-Ho.-Ho. 6), or reissues. 


This Classification contains rates that are higher for shorter distances than for longer distances over the same 
rente, such departure from the terms of the Amended Fourth Section of the Aot to Regulate Commerce is permitted 
by authority of .Interstate Commerce Commission’s Fourth Section Order No. 7700 of August 4,1920 and Fourth Section 
Orders as indicated In individual items herein. 

Exception-^ Will not apply on traffic moving wholly within the State 0 f Missouri. 


ISSUED NOVEMBER 27, 1920. EFFECTIVE JANUARY 15, 192T. 


ISSUED BY 

W. J. KELLY, Agent, F. A. LELAWD, Agent, 

CHICAGO, ILL. ST. LOUIS, MO. 

Authority No. 26212. 


Figure 23. The Southwestern Line’s Tariff Bureau publishes several exception sheets 
to the Western Classification. This reproduction shows the cover of one of them and 
is representative of the other classification exception sheets applying in this territory. 


118 


0 




















EXCEPTIONS TO CLASSIFICATIONS 


119 


Classification Exceptions Summary .—Before summariz¬ 
ing the foregoing discussion of special provisions and 
classification exceptions, the reader should understand 
that ordinarily these two terms mean the same thing and 
are often used interchangeably. Technically, there may 
be a difference, but the distinction is so finely drawn that 
in practice it is usually ignored. 

While exceptions are of great importance in ascertain¬ 
ing the proper transportation charge and the rights and 
privileges of shippers and carriers, there are no broad 
principles underlying them such as there are in connection 
with the classification of freight. They are, largely, 
special provisions made to meet unusual or local condi¬ 
tions, are restricted in their application, and can be used 
only on traffic governed by a particular tariff that specifi¬ 
cally makes reference to them. They are, in fact, just a 
mass of details, one unit of which will apply in one 
instance and be of no effect in the next. 

Whether or not there is an exception that will apply 
in connection with a given shipment or movement, must 
be ascertained in the light of all the conditions surround¬ 
ing the particular shipment or movement. 

It is because painstaking attention to details in order 
to ascertain whether or not an exception will apply in a 
specific instance is usually required, that it is so much 
easier to conclude that none applies, or rather, to take 
a chance that none applies and let it go at that. It is 
frequently difficult to find an exception and usually easy 
to overlook it, but an exception or special rule, when it 
does apply, is of importance; and the effort and time 
required to make sure of one’s ground is usually more than 
paid for in the monetary saving or the benefits accruing 
thru the utilization of a privilege granted. 

There is possibly no angle of classification work that 
will indicate more quickly whether or not a man is thoro 
in his work, than will his handling of the classification 
exceptions. The better type of traffic employe always 


120 


FREIGHT CLASSIFICATION 


devotes to this subject the full measure of his best effort, 
which its importance justifies. 

As exception sheets and rules circulars must be applied 
as directed by the tariff covering a specific movement, it 
will be well for the reader to remember the importance 
of classification exceptions when using the rate tariffs 
that will be furnished later in this course. 


Gist of Chapter IX 

Now is the time for you to test your understanding of 
the application of some of these exceptions, just as you 
will have to do in your everyday work. First find what 
the Classification provides, and then find the item in the 
Exceptions which changes these provisions. Do not 
overlook the limitations of the territories in which 
each of the exceptions applies; these are in no way less 
important than the provision itself. 

APPLICATION OF LA SALLE CLASSIFICATION EXCEPTIONS 
AND RULES CIRCULAR NO. 1 

1. Change in Packing Provisions 

In what way does Item 145, on page 3, LaSalle 
Classification Exceptions and Rules Circular No. 1, alter 
the Official Classification packing requirements and rat¬ 
ings applying on fresh tomatoes shipped from Columbus, 
Ohio, to Harrisburg, Pa.? 

2. Rating Reduced 

How great a reduction from the regular classification 
basis does Item 10, on page 1, of LaSalle Classification 
Exceptions and Rules Circular No. 1, provide for a car¬ 
load of crinkled paper bags shipped from Detroit, Mich., 
to Montreal, Que.? On what minimum weight does this 
special rating apply? 


EXCEPTIONS TO CLASSIFICATIONS 


121 


APPLICATION OF LASALLE CLASSIFICATION EXCEPTIONS 
AND RULES CIRCULAR NO. 2 

3. Farm Equipment , Mixed Carloads 
What special provision is made in Southeastern Mis¬ 
sissippi Valley Territory for a mixed carload of various 
kinds of farm equipment? How does the minimum weight 
and the rating compare with the minimum weights and 
the ratings provided in the Southern Classification for 
the separate articles? 

4- Returned Carriers 

The Southern Classification provides a sixth-class, any- 
quantity rating for old (used) iron barrels, such as the 
galvanized iron refrigerator barrels in which poultry is 
shipped in refrigerator cars. On what basis does the 
Southern Railway agree to handle the return movement 
of these barrels when the tariff refers to “Note 6”? 

APPLICATION OF LA SALLE CLASSIFICATION EXCEPTIONS 
AND -RULES CIRCULAR NO. 3 

5 . Movement of Household Goods 
A family living in Little Rock, Ark., moves to Wister, 
Okla. They pack their household goods as required by 
Note 3, page 94, LaSalle Consolidated Classification 
No. 1, and ship them from Little Rock to Wister as a 
carload. The total weight is 10,000 pounds, and the 
value of each article is declared as 20 cents per pound. 
Using, for the purpose of illustration, the class-rate scale 
shown on page 85, in which the third-class rate is 67 
cents, and the Class D rate is 25 cents, what would it 
cost the shipper if the application of the special provision 
in LaSalle Classification Exceptions and Rules Circular 
No. 3 was overlooked? 

6 . Mixed Carload Permitted 
The owner of a sheep ranch ships 17,000 pounds of 
wool in the grease, and 8,000 pounds of angora goat hair 


122 


FREIGHT CLASSIFICATION 


(mohair) from Aberdeen, S. D., to Council Bluffs, Iowa, 
in a 36-foot car. The entire shipment is packed in bags. 
The Classification makes no provision for a mixed carload 
of these two commodities. Again, using the rate scale on 
page 85, how much less would the freight charges on 
this shipment be by reason of the application of Item 255 
LaSalle Classification Exceptions and Rules Circular No. 
3, than if no exception had been published? 


PART II 


Interpretation of Classification Rules 



Chapter X 

INTERPRETATION OF CLASSIFICATION RULES 

Any organization that does a large volume of business, 
that employs many men, or that has transactions with 
many persons, finds it necessary to prescribe rules for 
the conduct of its business. 

Such rules are necessary in order that the relationship 
existing between the organization and its customers may 
be clearly defined and understood, as well as that the 
employes of the organization may know what their duties 
are and how to perform them; in short, that a uniform 
policy of operation may be established. 

If the establishing of rules is essential to conducting 
the business of one organization, which, no matter how 
extensive its business, has but a limited number of 
customers, how much more necessary becomes the pre¬ 
scribing and enforcement of rules for the conduct of the 
coordinated transportation business of the entire country. 

Because the ramifications of transportation extend 
into every form of commercial activity, and because the 
transportation companies—and by transportation com¬ 
panies is meant the railroad and steamship lines— 
occupy a peculiar relationship to the public inasmuch 
as they are privately owned and operated but perform 
a public function, it is absolutely necessary that the 
conditions under which they sell transportation may 
be known to all who use their services. 

It is thus to define the general relationship of the 
transportation companies to their patrons, and to set 
forth under what conditions carriers sell the service of 
transportation, that the general rules of the freight 
classification are made and published. 


123 


124 


FREIGHT CLASSIFICATION 


More specifically, these general rules are provisions 
made to reduce the risk to the carriers thru prescribing 
adequate packing requirements and methods of ship¬ 
ment; to prevent abuse of the carriers’ equipment and 
facilities; to require proper description of shipments; 
to define the meanings of certain terms used elsewhere in 
the classification; to set forth certain rights and privileges 
of both carriers and shippers; to, in so far as may be, 
clarify and provide authoritative determination of 
situations frequently arising and easily subject to dispute; 
to conserve the carriers’ revenue and to insure protection 
and impartial service to all shippers. 

While many individual items in the body of the classi¬ 
fication carry specific regulations which apply only in 
connection with the articles in those items, the general 
rules are applicable to all commodities and all ship¬ 
ments unless there are specific exceptions elsewhere made. 

In accordance with the requirements of the Interstate 
Commerce Commission, the general rules are grouped 
in the fore part of the classification. Further, these 
rules are carefully indexed and extensively cross-indexed 
as an aid in locating the rules applicable to a given 
subject or situation, such as the minimum charge, 
articles not accepted for transportation by freight, 
freight in excess of full carloads, etc. 

The importance of these general provisions to both 
shippers and carriers can hardly be overestimated. An 
increase or decrease in a rate applying between two 
points affects only those persons who are concerned with 
traffic moving between those two points. A change 
in rating affects the transportation charge only on the 
article assigned that rating, but a change in the general 
rule for marking freight may affect all shippers and 
receivers of freight. It is thus evident that on account 
of the broad application of these rules, they are of extreme 
importance to all concerned. Even tho the impor¬ 
tance of this is clearly apparent, the average shipper 
and traffic employe, unfortunately, do not give to the 


FREIGHT CLASSIFICATION RULES 


125 


classification rules the thoro study and analysis they de¬ 
serve. Many think, perhaps, that when the proper 
rating to apply on an article has been ascertained, the 
main requirement of properly interpreting the classi¬ 
fication has been fullfilled. As a matter of fact, however, 
the proper interpretation of a rule may be of primary 
importance, as rules frequently affect the amount of the 
transportation charge to a much greater degree than 
does the rating. 

Because a thoro knowledge of the general rules of the 
classification, together with their proper interpretation, 
is essential to the study of traffic as well as to the solving 
of everyday traffic problems, the following pages are 
devoted to a demonstration of their application and 
interpretation. 

Like a rating or special regulation of the classification, 
the general rules are from time to time changed to meet 
altered conditions. To a very large extent, the under¬ 
lying purposes remain unchanged. Consequently the 
changes in the rules are usually of a minor nature. 

The following interpretation and application of the 
general rules in many cases cover only those phases that 
are most commonly met in practical usage. To analyze 
them in every detail and under all the various conditions 
that might arise is not desirable because, as already 
stated, the rules are subject to change and the analyses 
are given more as a guide to their proper interpretation 
than as a hard-and-fast application to be followed 
literally in actual traffic work. The proper application 
of a rule to a situation as it may arise, requires study and 
a knowledge of all the circumstances surrounding the 
particular case. A change of a few words in a rule may 
change its entire application; therefore, there should be 
no attempt to apply these interpretations to a ship¬ 
ment that actually moves, without taking into con¬ 
sideration all the facts surrounding the particular 
shipment and having due regard for the rules that may be 
currently in effect. 


126 


FREIGHT CLASSIFICATION 


In order to derive the most benefit from the study of 
these interpretations, students should refer constantly 
to the General Rules in the LaSalle Consolidated Freight 
Classification No. 1. This classification will be referred 
to in the text, hereafter, as the LaSalle Classification. 

Before going into the interpretation of each rule, it 
will be well to read the rule in its entirety, and to refer 
again to the different phases and sections as they are 
taken up and discussed. 

Rule 1 

BILLS OF LADING 

Articles Classified Subject or Not Subject to Uniform Bill of 
Lading Conditions—Insurance Against Marine Risks— 
Rates Will Apply Only on Property Shipped Subject to the 
Conditions of Carrier’s Bill of Lading. 

Whenever a common carrier accepts a shipment to be 
transported by rail, it makes a contract with the shipper 
whereby it agrees to deliver the property at a specified 
destination. Generally this contract is incorporated in a 
form known as a bill of lading, upon which is printed 
the conditions governing the acceptance, movement, and 
delivery of the shipment. 

Bills of lading are of several kinds; but as they are 
fully explained and treated in detail later in this course, 
only those forms most commonly used for the ordinary 
domestic shipment will be discussed at this time, and then 
only to the extent necessary to enable the reader to 
understand fully such classification rules as make refer¬ 
ence to them. 

The carriers in each of the three classification terri¬ 
tories have agreed upon and adopted for use on all lines 
in those territories, a bill of lading known as the Uniform 
Domestic Bill of Lading. 

The Uniform Domestic Bill of Lading is in turn divided 
into two kinds—(1) the Straight Bill of Lading, (2) the 
Order Bill of Lading. 1 

1 The prescribed forms of the Straight and Order Uniform Bills of Lading are repro¬ 
duced in LaSalle Consolidated Classification No. 1. 


FREIGHT CLASSIFICATION RULES 


127 


It will be noted that the principal differences on the 
faces of these two bills are that the Straight Bill of 
Lading is not negotiable; that it carries no notation 
requiring that it be surrendered properly indorsed, before 
the property will be delivered; and that a shipment 
covered thereby is consigned direct to the consignee. 
While the Order Bill of Lading carries no prohibition 
against its being used as a negotiable document, it does 
require that the original bill of lading, properly indorsed, 
be surrendered before the property will be delivered, and 
the property covered thereby is consigned “Order of.” 
In both cases, the conditions of the contract of shipment 
are shown on the back of the bill. The conditions of the 
Uniform Straight Bill, and those of the Uniform Order 
Bill are identical. 

As stated in the preceding paragraphs, a bill of lading 
is a contract entered into between the owner of the 
property covered by the bill, and the carrier. If the 
owner and carrier did not make some such contract 
defining the rights, duties, and responsibilities of each, 
the liability of the carrier in case of loss, damage, or 
delay to the goods would be practically unlimited. At 
least, the carrier’s liability would be limited only as pro¬ 
vided by the Common Law, which holds the carrier 
responsible for the safe transportation and delivery of 
the goods except when loss, damage, or delay is occasioned 
by an “Act of God, public enemy, defect or vice in the 
property, seizure by the courts, or an act or omission on 
the part of the owner of the property.” 

Naturally, the bill of lading conditions restrict the 
liability of the carrier to a greater extent than provided 
for under the Common Law. As is pointed out in the 
section of the course devoted to transportation law, it 
is a fundamental principle of law that a carrier cannot 
limit its legal liability with regard to the goods it accepts 
for transportation, unless it gives the shipper some cor¬ 
responding advantage. 


128 


FREIGHT CLASSIFICATION 


Consequently, virtually all freight rates—with the 
exception of those applying on live stock, and in some 
few other instances—are made under the assumption 
that shipments will be made under the conditions of the 
Uniform Bill of Lading. If the shipper does not elect to 
release the carrier from part of its liability by executing 
such a bill of lading, the carrier, when assuming such in¬ 
creased liability, will make a higher charge than would 
apply if shipment was made under the regular bill of 
lading. 

Rule 1 (a), provides that, except as otherwise provided, 
all shipments made subject to the provisions of either 
the Official Classification, the Southern Classification, or 
the Western Classification will be made under the con¬ 
ditions of the Uniform Bill of Lading. If a shipment is 
not made under the Uniform Bill of Lading, the rates as 
named in the given tariff will not apply, but will be sub¬ 
ject to the provisions of paragraphs (d) and (e). 

Rule 1 (b), gives the shipper the option of shipping 
property under the Uniform Bill of Lading or under the 
increased liability imposed upon the carrier by the Com¬ 
mon Law and the federal and state statutes. 

Rule 1 (c), provides that shipments made subject to all 
the terms and conditions of the Uniform Bill of Lading 
will be carried at the reduced rates applicable to property 
when made subject to such bill of lading. It will be ob¬ 
served that if any one of the conditions of the Uniform 
Bill of Lading is not accepted by the shipper, the rates 
applicable under that bill of lading will not apply. It will 
further be observed that if the shipper fails to notify the 
carrier, at time shipment is tendered, that he does not 
accept all the terms of the Uniform Bill, it will be assumed 
that he desires that the property be carried subject to 
the terms and conditions of that bill of lading. 

Rule 1 (d), provides that if a shipment is carried not 
subject to all the terms and conditions of the Uniform 


FREIGHT CLASSIFICATION RULES 


129 


Bill of Lading, the rate will be increased 10 per cent, 
subject to a minimum increase of 1 cent per 100 pounds, 
over the proper rate which would be charged for the 
property if shipped subject to all the terms and conditions 
of the Uniform Bill of Lading. For instance, if the pub¬ 
lished rate is 5 cents per 100 pounds, and the shipper does 
not elect to subscribe to the terms of the Uniform Bill of 
Lading, the rate is increased 10 per cent. As 10 per cent 
of 5 cents is only cent, which is less than the minimum 
increase quoted in the rule, 1 cent would be added to the 
regular rate, making 6 cents. On the other hand, assum¬ 
ing that the rate be 25 cents, 10 per cent would mean an 
increase of cents, making the rate 27^ cents. 

Rule 1 (e): The great majority of freight shipments 
delivered to the rail carriers for transportation move on 
the regularly published rates, which are properly appli¬ 
cable when the shipper subscribes to all the terms and 
conditions of the Uniform Bill of Lading, either Domestic 
or Export as the case may be. In unusual cases only, do 
shippers take exception to any, or all, of the terms and 
conditions of the Uniform Bill of Lading. It becomes 
necessary therefore, not only for the shipper to notify 
the carrier when he wishes the carrier to assume full 
liability, limited only as provided by common law, but 
also for the carrier’s agent to print, write, or stamp a 
notation to this effect on the bill of lading which is 
executed to cover such a shipment. The exact wording 
of the notation to be used and signed by the agent is 
prescribed in paragraph (e) of Rule 1. 

Rule 1 (f): While the Consolidated Freight Classifica¬ 
tion is formulated primarily to govern shipments moving 
via rail carriers, steamship companies also may, and do, 
elect to become parties to it and to issue tariffs governed 
by it. Particularly when the water carriers operate 
regularly established lines either in conjunction, or in 
competition, with a railroad use of the same classification 
often proves of great advantage to them. It has there- 


130 


FREIGHT CLASSIFICATION 


fore become quite a general practice for water carriers 
offering coastwise or river service, to publish tariffs sub¬ 
ject to the rules and other provisions of the classification 
which applies generally in the territory from which the 
water carrier expects to attract tonnage. Rule 1 (f), 
however, states that unless so provided in the tariff 
applicable, the carriers will not assume the cost of in¬ 
surance against marine risk. 


Rule 2 

WRONG DESCRIPTION OF FREIGHT 

Penalties for False Billing, and so forth, by Carriers, Their 
Officers, and Agents—Penalties for False Representation 
by Shippers—Inspection of Property—Corrections in De¬ 
scription—Descriptions Should Conform to Classification 
Descriptions—Shipping Orders Must Show Number of 
Articles. 

A warning to both carriers and shippers that there are 
severe penalties for giving or receiving, thru willful mis¬ 
representation, a lower transportation charge than is 
legally in effect, is embodied in Rule 2. Owners of 
property transported are entitled to the lowest charge 
that may properly be assessed, but this does not mean 
that such lower charge can be given or secured thru 
intentional misrepresentation; and, as ignorance of the 
law is no excuse, everyone having to do with traffic 
should read this rule very carefully. 

Section 1 , Rule 2: This section is largely an extract 
from Section 10 of the Interstate Commerce Act. The 
portion of Section 10 quoted in the rule is directed against 
the carriers, and makes it unlawful for any common 
carrier subject to the Interstate Commerce Act, or any 
representative of such carrier, by means of false billing, 
classification, weight, report of weight, or by any other 
device or means, knowingly and willfully to assist or 


FREIGHT CLASSIFICATION RULES 


131 


willfully suffer or permit any person or persons to obtain 
transportation for property at less than the regular rates 
then in effect on the line of such common carrier. The 
penalty for violation of this law is imprisonment in the 
penitentiary for a term not exceeding two years, or a fine 
not exceeding $5,000, or both, for each offense. 

Section 2, Rule 2: This section is also largely an 
excerpt from Section 10 of the Interstate Commerce Act, 
and is directed to the shipper or his agent. A careful 
reading will show that a shipper or his agent may not 
lawfully, thru knowing and willful misrepresentation, 
even attempt, either directly or indirectly, to obtain 
transportation for property at less than the transporta¬ 
tion charge then established and in force on the line of 
the carrier. The penalty for violation of this statute by 
the shipper is a penitentiary sentence of not exceeding 
two years, or a fine not exceeding $5,000, or both, for 
each offense. 

Some shippers are under the impression that the 
penalties of the law are directed solely against the carriers. 
Even a hasty reading of the law as given in this rule 
would serve to dispell any such conception. Further¬ 
more, the Division of Inquiry of the Interstate Commerce 
Commission is actively enforcing the provisions of this 
section. In an annual report of the Interstate Commerce 
Commission, it is shown that out of twenty-eight indict¬ 
ments secured for violation of the law in one year, only 
three were against carriers or their agents. 

As an indication of the practical application of this 
statute, one investigation concerning the practices of a 
certain shipper developed that he was describing art-glass 
lamp shades, which were provided in the governing 
classification with a double first-class rating, as decorated 
glass lamp shades, or globes, which took a first-class 
rating in the same publication. After investigation had 
developed that this wrong describing of shipments was 
being practiced intentionally and knowingly, the shipper 
was heavily penalized. 


132 


FREIGHT CLASSIFICATION 


The numerous convictions and penalties imposed are 
conclusive evidence of the futility of attempts to obtain 
a minor saving in transportation expense, when the 
imposition of a single fine is sufficient to wipe out all 
the monetary gain that might be realized from many 
such transactions, to say nothing of the possibility of a 
penitentiary sentence. 

Section 3, Rule 2: This section, taken with the last 
paragraph of Section 2, places upon the carrier the obli¬ 
gation to verify the accuracy and honesty of the de¬ 
scription furnished by the consignor whenever a question 
may arise. 

For their own protection, and in order to facilitate 
the working of this law, the carriers maintain organiza¬ 
tions in the several classification territories, one of the 
functions of which is to inspect shipments in order to 
detect misdescriptions. These organizations are: The 
Central Inspection and Weighing Bureau in the Official 
Classification Territory, the Western Weighing and In¬ 
spection Bureau in the Western Classification Territory, 
and the Southern Weighing and Inspection Bureau in 
the Southern Classification Territory. These bureaus 
have been developed to a high degree of efficiency by 
means of a corps of trained inspectors stationed at the 
larger freight transfer, junction, and terminal points 
thruout each of the classification territories. They are 
charged with the careful and systematic inspection and 
examination of property delivered to the carriers for 
transportation and are clothed with authority to open 
and inspect any shipment in the possession of the carrier. 

Section 4, Rule 2: This section requires that when 
property has been found to have been incorrectly de¬ 
scribed the correct description must be given so that 
the correct charges may be collected. This applies to 
misdescription resulting in overcharges quite as much as 
misdescriptions resulting in undercharges. There is 
only one rate which may lawfully be applied on any 
shipment. If charges are collected on any other basis, 


FREIGHT CLASSIFICATION RULES 


133 


the law requires the carrier to make the necessary ad¬ 
justments. 

Section 5, Rule 2: The first sentence of this section 
stresses the importance of shippers familiarizing them¬ 
selves with the classification rules and descriptions of 
articles. All shippers should do this, not only as self¬ 
protection against coming in conflict with the law, but 
also in order that they may know how to secure the 
lowest proper charge for transporting their property. 

In making out a shipping ticket or bill of lading, in¬ 
definite description of the articles and of how they are 
packed should never be used. The description should 
be complete and specific, and should conform to that 
given in the classification. 

In so far as overcharges on less-than-carload ship¬ 
ments are concerned, the vast majority of such over¬ 
charges are probably caused by indefinite, incomplete, 
or incorrect description of the articles in the shipment, 
and the manner in which they are packed. For example, 
by reference to the LaSalle Classification, it will be found 
that a less-than-carload shipment of wooden wardrobes 
if s. u. (set up) in boxes or crates, takes double the first- 
class rate in all three classifications; if k . d. (knocked 
down) in bundles the same shipments take the first-class 
rate under the Official and under Southern Classifications 
and the second-class rate under the Western Classifi¬ 
cation, while, if k. d. in boxes or crates, they take the 
first-class rate under Official Classification and the 
second-class rate under the Southern and the Western 
Classifications. 

If a shipment were described on the bill of lading merely 
as “2 crates wooden wardrobes” the charges would, in all 
probability, be assessed as tho the wardrobes were set 
up. If the shipment was knocked down and crated 
but described on the bill of lading merely as “2 wooden 
wardrobes k. d.,” it is probable that charges would be 
assessed as tho they were not crated. Care must there¬ 
fore be taken in describing the method of packing. 


134 


FREIGHT CLASSIFICATION 


Similar conditions govern the classification of pencils. 
For lead pencils, in boxes, a first-class rate is authorized, 
while for slate pencils, in boxes, a second-class rate is 
provided. If a shipment which consisted of slate pen¬ 
cils were described simply as pencils, it would be charged 
at first class, altho entitled to a second-class rate. 

In describing a shipment on the shipping ticket or bill 
of lading, it should always be borne in mind that the 
railroad clerk rates the shipment according to the de¬ 
scription on the bill of lading; the billing clerk bills it 
accordingly and the revising clerk checks the rate accord¬ 
ing to the description on the waybill. This description 
is taken from the bill of lading. In the majority of 
instances, no one of these three men ever see the ship¬ 
ment, and each is guided almost solely by the description 
on the bill of lading and waybill. If the description is 
not clear and complete, and there is any doubt as to the 
correct rating applicable, the higher charge is almost 
invariably assessed. 

Such general terms as merchandise, sundries, fancy 
goods, or groceries should never be used, as they have no 
definite classification meaning and might apply to a 
multitude of commodities of different ratings such as 
clothing, furs, trimmed millinery, glassware, raisins, flour, 
and the like. These general descriptions convey to the 
carrier absolutely no idea of the character of the goods, 
and are therefore insufficient basis for the computation 
of the correct charge. 

Bills of lading and shipping tickets 1 covering less-than- 
carload shipments should also specify the number of 
pieces in the shipment. This means that if a shipment 
consists of one bundle containing ten iron castings, loose, 
the bill of lading should so specify. If such information 
is not shown on the bill of lading and waybill, the man 
who checks the shipment into the car, the one who checks 
it out, and the one who delivers it to the consignee, has 

l A form made by individual firms to conform to individual needs; virtually a sub¬ 
stitute for the bill of lading, and bears a notation, stamped upon its face, that it is subject 
to the conditions o f the authorized bill of lading. 


FREIGHT CLASSIFICATION RULES 


135 


no way of knowing whether there should be ten or twenty 
castings in the consignment. 

A full, accurate, and complete description on the bill 
of lading also facilitates the adjustment of claims, as it 
shows specifically what the shipment consisted of and 
how it was packed. 


Rule 3 

PROPERTY OF EXTRAORDINARY VALUE 

List of Articles of Extraordinary Value Which Will Not Be 
Accepted by Carriers. 

The freight service is not adapted to the safe transpor¬ 
tation of articles of extraordinary value. Such articles 
must be under the closest supervision from the moment 
they are accepted by the carrier until final delivery is 
made. The express companies are organized to perform 
just this kind of service, and their entire system is calcu¬ 
lated to furnish the particular type of service such ship¬ 
ments require. 

Unless otherwise specifically provided for, the rail lines 
refuse to accept shipments of bank bills, coin or currency, 
deeds, drafts, notes or valuable papers of any kind; 
jewelry, postage stamps or articles with postage stamps 
affixed; precious metals or articles manufactured there¬ 
from; precious stones, revenue stamps, or other articles 
of extraordinary value. Carriers’ agents can not accept 
such articles unless they have assured themselves that 
either the classification, or a tariff, provides for their 
acceptance. 


136 


FREIGHT CLASSIFICATION 


Rule 4 

FREIGHT LIABLE TO DAMAGE OTHER 
FREIGHT 

Carriers Not Obligated to Carry Such Freight—May be 
Accepted Subject to Delay. 

Unless some specific provision is made to the contrary, 
a common carrier is ordinarily obliged to accept for trans¬ 
portation any or all articles named in the classification to 
which the carrier is a party. It would, however, prove 
disadvantageous to the carrier and to the shipper as well, 
were the carrier obliged, without certain protective 
regulations, to accept freight which would be liable to 
damage or depreciate the value of other freight. It is this 
phase of the transportation problem that Rule 4 is de¬ 
signed to cover. 

It is obvious that if a commodity liable to leakage or 
having an offensive odor should be loaded in the same 
car with other articles liable to absorption or contamina¬ 
tion, the former would probably permeate the latter, 
rendering them unfit for use, or at least depreciating their 
value, with the undoubted result that the carrier would 
be called upon to pay for the damage. As an example, 
green hides loaded with a general run of merchandise 
would be liable not only to permeate many of the com¬ 
modities with a very disagreeable odor, but if placed 
against a bale or even a box, would likely damage the 
contents thru staining them. 

This rule also authorizes the carriers to protect their 
vehicles and equipment against undue damage. A car 
that is suitable for transporting the higher, or even the 
average run of package freight, must be clean and free 
from serious defects. If freight of a damaging nature 
were loaded into such a car, it would thereafter not be 
fit for miscellaneous package freight, but would have to 
be assigned for loading with “rough freight” only, such 
as pig iron, coke, coal, stone, brick, and the like. The 
following is a good illustration of this: 


FREIGHT CLASSIFICATION RULES 


137 


A carrier, located in Western Classification Territory and serving 
the asphalt district in Utah, loaded several cars with asphaltum, in 
what are known as slack barrels. This consignment was destined to 
a point in the South, and, owing to climatic conditions, the asphalt 
became heated and oozed thru the seams and over the tops of the 
barrels. In ran over the car floor, and caked thereon, with the result 
that these cars were made unfit for merchandise traffic and had to 
be used as rough-freight equipment. 

It will be noted that Rule 4 authorizes the carrier to 
refuse freight liable to damage other freight or carriers’ 
equipment. Such action is not obligatory, however, as 
the second paragraph states that such freight may be 
accepted and receipted for “subject to delay for suitable 
equipment.” This clause, of course, relieves the carrier 
of responsibility for failing to transport such freight 
promptly. 


Rule 5 

WHEN PACKAGES DO NOT CONFORM TO 
PACKING REQUIREMENTS 

Freight Accepted Only in Form Specified—“In Barrels’' 
Defined—Freight in Insecure Packages Not Accepted— 
Acceptance of Articles Not enclosed in Containers—Freight 
Must Be enclosed by Container—Fragile Articles to Be 
Protected—Definition of “Packed”—Articles Accepted 
Loose—Construction of Containers. 

One of the most important questions in connection 
with the transportation of articles of commerce (and it is 
especially important in less-than-carload shipments) is 
the proper packing of articles and the use of containers 
adequate to protect the property. This matter has 
never received from shippers the attention it deserves, 
and in this respect, the average shipper has for years been 
so derelict that the carriers have, for self-protection, 
literally been forced to prescribe minute and in some 
instances drastic regulations which must be observed. 

Inferior packing and flimsy containers annually cost 
both the shipping public and the common carriers hun- 


138 


FREIGHT CLASSIFICATION 


dreds of thousands of dollars thru damage to property, 
and are also a prolific source of higher transportation 
charges. 

As was shown in the preceding discussion of classifica¬ 
tion principles, the Interstate Commerce Commission has 
held that the manner in which an article is prepared for 
shipment should influence the assignment of its rating. 
This element is reflected thruout the classification in the 
higher ratings assigned to articles when so packed as to 
be more liable to damage. 

In packing freight for shipment, four distinct points 
should be considered: 

1. What packing material and what style of package 
will give full protection to the goods and yet be the 
least expensive? 

2. How can the goods be packed so as to insure their 
being in perfect condition when delivered? 

3. What style of packing will secure the lowest classi¬ 
fication? 

4. What is the minimum amount of dead or tare 
weight possible in every package? 

One essential consideration in packing freight for ship¬ 
ment is the safety of the product. If the goods are re¬ 
ceived in a damaged condition, the very object of their 
transportation is defeated. One can, as a rule, collect 
from the railroad companies for damage suffered in tran¬ 
sit; but, after all, safe delivery is the most important 
service factor to the consignee, and failure to receive the 
shipment in good condition antagonizes him. The ship¬ 
per, so far as i£ is in his power, should see to it that the 
goods reach their destination in good order. 

Neither is it fair to the carrier to pack goods so that 
even somewhat rough handling will damage them. 
Freight handlers are not noted for their gentle method of 
handling freight, but aside from that, a certain amount 
of rough handling is unavoidable, and no shipper has a 
right to expect other than ordinary handling of his 
goods. 


FREIGHT CLASSIFICATION RULES 


139 


The packing material to use and the style of the con¬ 
tainer depends, of course, upon the nature of the goods 
to be transported. Articles of a fragile nature should be 
well packed in a cushioning material in such a manner as 
to stand any rough handling that they may be subjected 
to. Any article in a container should be packed snugly 
and so that it will not shift or slide. An article with an 
easily defaced surface should have all such surfaces fully 
protected, either with boards or other suitable material. 

Unnecessarily heavy container materials and, unneces¬ 
sarily large containers should not be used, because freight 
charges are based upon the gross weight of the package, 
and.unnecessary dead weight adds to the transportation 
cost. There is only one way to determine the style of 
packing necessary to obtain the lowest freight rate, and 
that is to study the freight classification carefully. Be¬ 
come thoroly familiar with the different methods and re¬ 
quirements of packing to which the article in question is 
subject, and the class which applies to each. Expensive 
errors are regular occurrences, because many shippers do 
not study and analyze the freight classifications. Some 
things to guard against are mentioned in the following 
paragraphs. A study of these will suggest others. 

In general, goods which can be packed in boxes or 
barrels take the same rate when packed either way. If 
in crates, they are often rated higher than if in boxes or 
barrels; if in bags, bundles, or loose, they are often still 
higher. Many commodities when shipped in compressed 
bales take a lower rating than when the bale is not com¬ 
pressed. 

Ordinarily, goods should not be boxed if they take the 
same rating when crated and the crate affords adequate 
protection. They should not be boxed or crated if they 
take the same rating when wrapped in bundles, or loose, 
when these forms of shipment are sufficient, considering 
the character of the commodity. Nor should grate bars, 
castings, and other articles be shipped loose when they 
take a higher rating in that condition than when wired in 


140 


FREIGHT CLASSIFICATION 


bundles weighing over a certain number of pounds. 
Where the ratings are different, articles that can as well 
be shipped knocked down as set up, should be sent 
knocked down. Machinery, such as shafting, for in¬ 
stance, frequently takes a lower rating if shipped without 
other parts attached. In the case of shafting, by remov¬ 
ing and packing separately such fittings as bearings, 
pulleys, and wheels, a lower rating on the shafting is 
secured. 

Sometimes, especially on carload shipments, a saving 
in weight is possible—not in dead weight, but in weight 
which is paid for tho not actually hauled. Some com¬ 
modities, such as pleasure vehicles, cannot be loaded so 
as to make the total weight equal the minimum prescribed 
for the car used. 

A carriage manufacturer, located in Official Classifica¬ 
tion Territory, found it profitable to alter the shape of 
his shipping crates, using one shape for less-than-carload 
lots and another for carload lots, particularly for long 
hauls with high rates. 

When standard crates are used, it is possible to place 
three buggies in each tier in a car with a high roof, two 
crates on end, and one on top of these. But this shipper, 
by using an L-shaped crate and inverting the two top 
ones, loaded four in a tier instead of three. This meant 
about 4,500 pounds added to each carload without a cent 
added to his freight bill. 

The amount of dead weight in a shipment depends 
upon the kind of material used in the construction of the 
container. Thus, some kinds of lumber are lighter than 
others. Dry basswood weighs about 2,300 pounds per 
thousand board feet, while the same quantity of birch 
weighs 4,000 pounds. The weight of lumber also depends 
upon whether it is dry or green, as it weighs at least 25 
per cent more when green than when dry. Using green 
or only partly dry lumber for container purposes, there¬ 
fore, means increased freight bills. Leaving crating lum¬ 
ber to lie out in the rain also means higher freight charges. 


FREIGHT CLASSIFICATION RULES 


141 


Then again, the thickness of the stock used should be 
considered. In crating, do not use inch stock when 
seven-eighths-inch stock is sufficiently strong, even tho 
the cost is the same. There is a difference of 12J/£ per 
cent in dead weight. 

One large shipper of buggies has all his crating dressed 
to a given thickness so as to save in dead weight. He 
finds it cheaper to pay the cost of dressing than to pay 
freight on the stock that is cut away. Often it may be 
well to use one thickness of strips for the main frame of a 
crate and lighter stock for the cross strips. 

Of late years, boxes of pulpboard, fibre, or double- 
faced corrugated strawboard have been substituted to a 
considerable extent for wooden boxes. These are rated 
like similar containers of wood, if they comply with cer¬ 
tain specifications which are fully set forth in the rules 
of the classifications of the carriers. 

The foregoing paragraphs indicate a few precautions 
it is necessary to observe in the packing of freight. There 
are, of course, innumerable other ways of adequately 
packing articles so as to secure the minimum transpor¬ 
tation charge, but the following will enable the reader to 
gain some idea of the importance of becoming thoroly 
familiar with freight classifications, in order to secure 
the benefit of the lowest rates possible. 

The efficient traffic manager studies this subject from 
all possible angles with relation to his own shipments. 
Summarized, the main factors to be constantly borne in 
mind in considering this question are as follows: 

1. The cost of the package 

2. The safety of the goods 

3. Conformity to the requirements of the classification 

4. The elimination of unnecessary dead weight 

No shipment can be said to be properly packed unless 
all of these points have been considered and weighed 
against the other. It is not always possible to carry out 
any single factor to its limit. The advantage gained in 


142 


FREIGHT CLASSIFICATION 


one instance might be more than lost in another. Thus, 
in some instances it might be cheaper to pay a higher rate 
and save in cost on packing or in dead weight, while in 
other cases it might be cheaper to pay more for the con¬ 
tainer and more for cutting down dead weight, so as to 
reduce the rate. In no case should the safety of the goods 
be neglected, and, necessarily, each and every shipment 
must be considered by itself. 

Section 1 , Rule 5: The majority of items in the classi¬ 
fication specify, in connection with the separate descrip¬ 
tion of the article, a particular form of packing. For 
instance, children’s sleds may be accepted in bundles, 
boxes, crates, or loose (without packing), whereas chil¬ 
dren’s wheelbarrows must be packed in boxes or crates. 
In so far as less-than-carload shipments are concerned, 
as is to be expected, somewhat higher ratings usually 
apply when the packing specified provides less protection. 
If an article is not very susceptible to damage, less induce¬ 
ment in the form of more advantageous ratings is given 
to encourage better packing. Even in carload lots, the 
wheelbarrows must be packed in boxes or crates (“in 
packages named” means the packages named for less- 
than-carload shipments), whereas carload shipments of 
sleds are accorded the same rating whether loose or in 
packages. 

Definitions of containers and specifications for con¬ 
struction, packing, and sealing are shown, in part, in 
Rules 40 and 41 of the LaSalle Classification; and, in ad¬ 
dition, specific regulations are provided in the separate 
descriptions of certain articles. 

Section 2, Rule 5: This section makes it obligatory for 
the shipper to use the form of packing designated in the 
classification item or that specified in Rules 40 and 41. 
Moreover, if an article tendered to the railroad for ship¬ 
ment is not packed in the manner designated, or if the 
packing, even tho technically meeting the requirements, 
does not afford reasonable and proper protection for the 
shipment, the carrier is hereby authorized to refuse it. 


FREIGHT CLASSIFICATION RULES 


143 


Section 3 (a), Rule 5: When a particular kind of con¬ 
tainer or some special packing requirement is provided in 
the separate description of an article and a container has 
been used which meets some of the requirements as to 
material, construction, and the like, but not all, the rate 
shall be one class higher (greater) than if all the require¬ 
ments had been fully complied with. 

Illustrating this phase: In the separate description of 
articles it is required that when clothing cabinets with 
glass doors, backs, and ends, and with glass or wooden 
tops, are shipped in crates, the glass surfaces of the cab¬ 
inets must be protected by crating constructed of sound 
lumber not less than inch i n thickness. If lumber less 
than of an inch in thickness is used, the rating will be 
one class higher (greater) than if lumber Vs inch or greater 
in thickness is used. 

Section 3 (b), Rule 5: When a shipment has been 
received in a container which is subject to, but does not 
fully meet, all the requirements and specifications of 
Rule 40 the rating will be one class higher (greater) than 
if shipped in a container that did meet all such require¬ 
ments. 

A less-than-carload shipment of acid in carboys, moving 
in Official Classification territory, was given a rating of 
one and one-fourth times first class. The manufacturer 
had been getting a first-class rating and he immediately 
communicated with the railroad to recover on the sup¬ 
posed overcharge. Investigation disclosed that the 
manufacturer’s own shipping room was at fault. 

The specifications relating to glass carboys (Rule 40, 
Section 9) require that if the neck of the carboy projects 
above the inclosing wooden box, it must be protected on 
all sides by a wooden or metal hood securely attached to 
the box. This requirement has not been complied with. 
Therefore, the proper rating had been charged, since, as 
provided in Section 8 of Rule 5, one and one-fourth times 
first class is one class higher (greater) than first class. 

Section 3 (c), Rule 5: Specific packing regulations pro- 


144 


FREIGHT CLASSIFICATION 


vided in the separate description of articles do not always 
refer just to the containers. Other forms of packing may 
be specified. When the articles as loaded by the shipper 
do not conform to such packing regulations, the rating 
shall be one class higher (greater) than if the regulations 
had been fully complied with. 

For example: In the separate description of wardrobes, 
wooden, K. D., in bundles, it is required that the finished 
surfaces must be protected by being placed face to face 
with pads or padding between to prevent chafing. If pads 
or padding are not used, the rating will be one class 
higher (greater) than if used. 

Section 3 (d), Rule 5: Study this paragraph in con¬ 
junction with Section 2 of the rule. Section 2 specifically 
states that freight tendered for transportation must be in 
the form or in containers specified in the separate de¬ 
scription of articles. In case, however, that Section 2 has 
been violated and the article has been accepted and trans¬ 
ported in a form or container not authorized, Paragraph 
(d) provides the basis for assessing the transportation 
charge. In other words, the object here is not to allow 
shippers a choice between observance of the packing 
requirements and paying charges on a higher scale, but 
rather to take care of cases when such articles have been 
inadvertently accepted for transportation. Incidentally, 
the owner of the goods is rather severely penalized thru 
having to pay considerably higher charges than he would 
if the articles had been shipped in the containers author¬ 
ized. 

To arrive at the proper ratings under the provisions of 
this section of Rule 5, requires careful work, as the follow¬ 
ing examples illustrate: Under the Southern Classifica¬ 
tion, school textbooks, in boxes, l.c.l., take a rating of 
first class. Boxes are the only authorized containers for 
school textbooks. Assuming that a shipment was made 
in a bag, what rating would apply? The rule provides that 
dry or solid articles, packed in bags (such a container not 
being authorized in the descriptions of the articles) will be 


FREIGHT CLASSIFICATION RULES 


145 


rated the same as in bales not machine pressed; but if no 
rating is provided for this description the proper rating 
to apply is three classes higher than the rating provided 
for the articles when packed in boxes. So, since school 
textbooks in boxes take first class, if they are packed in 
bags they would take three classes higher. Three 
classes higher than first class, as provided in Section 8 of 
this rule, is double first class. Therefore, the proper 
rating on this shipment—packing in bags taking three 
classes higher than in boxes—would be double first class. 

By referring to the LaSalle Classification it will be seen 
that for less-than-carload shipments of clam juice the 
Western Classification provides a third-class rating when 
the juice is in glass, packed in barrels or boxes, and a 
fourth-class rating when it is in metal cans, in boxes or 
barrels. 

If a shipment of clam juice is packed in carboys with 
the necks projecting, instead of in barrels or boxes, the 
correct rating to apply is first class. This rating is arrived 
at as follows: 

The rule provides that when a commodity is shipped in 
carboys with the necks projecting, the rating will be two 
classes higher than if it is shipped in glass, packed in 
barrels or boxes. Clam juice in glass, packed in barrels 
or boxes, takes a third-class rating, and two classes higher 
than third class is first class. 

But now assume that the juice had been shipped in 
metal cans partially jacketed . In such a case the correct 
rating to apply would be first class. This is so because 
the rule provides that metal cans partially jacketed take 
one class higher than metal cans completely jacketed, but 
when there is no provision in the item for metal cans 
completely jacketed the shipment should be rated three 
classes higher than if it were packed in barrels or boxes. 
Since clam juice in metal cans, packed in barrels or boxes, 
takes fourth class, the correct rating to apply when 
shipped in metal cans partially jacketed (three classes 
higher than when in barrels or boxes) is first class. 


146 


FREIGHT CLASSIFICATION 


Section 4, Rule 5, requires no explanation, as the mean¬ 
ing is perfectly clear. 

Section 5, Rule 5: This section requires that unless 
otherwise provided in the separate description of articles, 
when containers are specified, such containers must com¬ 
pletely surround the articles and no ends or parts of the 
articles may protrude beyond or thru the container. 

Section 6 (a), Rule 5 , makes it obligatory on the shipper 
to use such packing within the container between and 
around articles that are easily broken as may be necessary 
to protect them. 

Section 6 (b), Rule 5, defines the term “packed” as 
meaning adequate protection to the article by use of par¬ 
titions, wrappers, excelsior, straw, or other suitable pack¬ 
ing material. 

Section 6 (c ) y Rule 5 ,places upon the shipper the respon¬ 
sibility of properly blocking and stowing loose articles 
when loaded by the shipper. 

Section 6 (d), Rule 5: Some substances are very sensi¬ 
tive to heat. Even a rather slight rise in temperature 
may have the effect of turning them to liquid or of causing 
them to expand. When such substances are prepared for 
shipment care must be taken to safeguard, not only the 
articles themselves, but also other articles with which 
they may come in contact. Two precautions must be 
observed: 

1. The containers used must be proof against leakage. 

2. Sufficient empty space must be left inside the con¬ 
tainer to allow for possible expansion. 

When oil of any kind is shipped in wooden barrels the 
requirements of the second paragraph of this section of 
Rule 5 must be complied with. 

Section 7, Rule 5, authorizes the carrier to refuse ship¬ 
ments not in a container, when a container is reasonably 
necessary for the protection and safe transportation of 
the article, even tho a rating is provided for the article 
when not in a container. 

Section 8, Rule 5: Possibility of a misunderstanding 


FREIGHT CLASSIFICATION RULES 


147 


as to just which class is two, three, or any number, of 
classes higher than first class, is removed by this authori¬ 
tative statement of the order in which the higher classes 
are arranged. It will be seen that lM is the next class 
higher than first class and that \ X A is two classes higher. 
This makes D 1 three classes higher than first class. 

Rule 6 
MARKING 

Method of Marking Specified—Fragile Articles. Marking— 
Labels—Freight Exempt from Marking—Comparing Marks 
with Shipping Order or Bill of Lading—Old Marks to Be 
Removed—Freight in Excess of Full Cars to Be Marked. 

Section 1, Rule 6: This is to be read in connection 
with all other parts of the rule, as it has the effect of mak¬ 
ing the rule applicable only to less-than-carload and any- 
quantity freight delivered for transportation at the less- 
than-carload and any-quantity ratings. Except as shown 
in Section 2, paragraph (3), this rule is not applicable to 
carloads. 

The first proviso of the section is that unless otherwise 
provided in specific items of the classifications, in Section 
2, paragraph (b) this rule, or in the Interstate Commerce 
Commission’s requirements relating to the transporta¬ 
tion of dangerous articles other than explosives, such 
articles must be marked as specified in Section 2. If not so 
marked, the freight will not be accepted for transportation. 

Section 2 (a), Rule 6: Under this section, it is not 
sufficient to mark one or several of the packages of a 
shipment, but each individual package or bundle or loose 
piece of freight must be plainly, legibly, and durably 
marked. The provisions of Notes 1 and 2 are worthy of 
careful study. 

Note carefully that when there are two or more towns 
of the same name in the same state, the name of the 
county must also be shown. Miller, Ind., is a good 
example of the necessity for this, as there are three towns 
of that name in Indiana. 


148 


FREIGHT CLASSIFICATION 


When a shipment is consigned to an “inland” town, 
that is, a town not located on the line of a carrier, it must 
also be marked with the name of the railroad station at 
which the consignee will accept delivery. As an example, 
if the shipment were consigned to Rome, Wis., which is 
not on a railroad, the marks should show whether de¬ 
livery was to be made at Hellenville or at Sullivan, Wis., 
each of these towns being on a railroad, and about an 
equal distance from Rome. 

As explained under Rule 1, the carrier can deliver a 
shipment covered by an Order Bill of Lading, only upon 
the surrender of the original bill of lading properly in¬ 
dorsed. In order to protect the carrier against erroneous 
delivery of a shipment, the fourth paragraph of Section 
2 requires that all shipments covered by an Order Bill 
of Lading bear the mark “to order,” and be further 
marked with an identifying symbol or number which 
must also be shown on the Bill of Lading, for the purpose 
of properly segregating packages to be delivered. 

An Ohio manufacturer shipped two barrels of chemicals of like 
appearance to one consignee—one barrel of high value, covered by an 
order bill of lading, and one barrel of low value, covered by a straight 
bill of lading. Neither shipment bore an identifying symbol. The 
consignee notified the carrier’s agent that he would not accept the 
shipment covered by the order bill of lading, but wanted the other 
shipment—the one covered by the straight bill—right away. Because 
neither shipment carried an identifying symbol, as required in the 
fourth paragraph of Section 2, the carrier’s agent could not tell which 
barrel to deliver, and which was to be held awaiting shipper’s order. 

The fifth paragraph of Section 2 makes it permissible to 
show on the bill of lading covering an export shipment 
the name and address of the broker or agent who will 
attend to the shipment at the port of exportation. 

The sixth paragraph of this section is self-explanatory, 
merely requiring that packages containing fragile articles 
or articles in glass or earthenware must be marked 
“fragile” or show some similar precautionary marks. 

Section 2 (b), Rule 6: The only exception to marking 
requirements for less-than-carload and any-quantity 


FREIGHT CLASSIFICATION RULES 


149 


shipments, other than those specified in the individual 
items and those required for dangerous articles other than 
explosives, is as given in Section 2 (b) of the rule and 
applies only to a shipment made from one station by one 
shipper, in or on one car, in one day, for delivery to one 
consignee, at one destination, and that the shipment 
either fills the car to visible capacity or weighs 24,000 
pounds or more. Under these circumstances, freight 
need not be marked. 

Section 2 (c), Rule 6 places upon the shipper the respon¬ 
sibility for seeing that the marking on the freight and 
the instructions on the Bill of Lading agree. If correc¬ 
tions are necessary, these must be made by the shipper, 
or the shipper’s agent, before the Bill of Lading is signed. 
Errors of this kind are not at all uncommon and are 
responsible for considerable loss and delay in delivery. 

A wholesale hardware firm in Boston makes many shipments to a 
dealer located in Springfield, Mass. The firm made a sale to a dealer 
in Springfield, Ohio, who happened to be of the same name as the 
one in Springfield, Mass. The clerk who made out the bill of lading, 
being familiar with the name of the consignee, and looking at but 
the “Springfield” part of the destination, wrote in “Springfield, Mass.,” 
on the bill of lading covering the shipment intended for the dealer in 
Springfield, Ohio, for which point the freight itself was marked. 
Consequently, the shipment arrived at its destination without billing, 
and there was a lot of delay in making delivery to the consignee, 
which resulted in a lost customer. 

This is a good illustration, as there are approximately 26 post 
offices in the United States named Springfield. 

Section 2 (d), Rule 6 requires that old consignment 
marks be removed or effaced. Old consignment marks 
are often responsible for a shipment’s being greatly de¬ 
layed and frequently for its going astray. If a container 
is used for a second time, the shipper must make sure 
that all previous marks are completely removed or made 
illegible. 

Section 2 (e), Rule 6: It sometimes happens that in 
loading a car the shipper finds that the car will not hold 
all of his shipment and yet there is not enough left over 


150 


FREIGHT CLASSIFICATION 


to warrant the exclusive use of another car. Under the 
conditions set forth in Rule 24, this excess freight may be 
forwarded as less-than-carload freight, but still enjoy 
the benefit of the carload rate. Such excess freight must 
be marked as tho it were a regular less-than-carload ship¬ 
ment. 

While Section 1 states specifically that less-than-carload 
freight will not be accepted unless the marking require¬ 
ments are complied with, it sometimes happens that a 
shipment slips by without being detected. In a case 
where the question came up as to whether a particular 
shipment was intended as a carload or a less-than-carload 
shipment, the Interstate Commerce Commission held 
that inasmuch as the freight was not marked as required 
for less-than-carloads, the carload basis was the proper 
one to apply. 1 


Rule 7 

HOW SHIPMENTS SHALL BE MARKED 

Detailed Description of Markings on Each Shipment—Regu¬ 
lation as to Markings on Shipments Consigned “To Order." 

This rule limits the number of persons who may be a 
party to a bill of lading, and places restriction as to the 
destination at which a carrier shall be required to deliver 
a shipment. 

Unless it is otherwise provided, the name of only one 
shipper, one consignee, and one destination shall be shown 
on the Bill of Lading. The very first paragraph of the 
rule makes an exception to this, as it states that on a 
shipment consigned straight, or “to order,” the bill of 
lading may specify the name of a party to be notified of 
the shipment’s arrival, provided the address of such 
party is the same as the destination of the shipment. 

For example, if John J. Smith of Chicago wanted to 
ship on a Straight Bill of Lading a carload of machinery 

*45 I. C. C., 173. 


FREIGHT CLASSIFICATION RULES 


151 


to himself at New York, but wanted F. R. Doe, at New 
York, notified of the arrival of the shipment, it would be 
permissible to show this on the bill of lading. 

The second paragraph of this rule specifically requires 
that the name of the party to whose order the shipment 
is consigned must be shown on an order bill of lading. 
In other words, an order bill of lading must show to whose 
order the consignment is subject. 

The issuing of either a straight or order bill of lading 
covering a shipment consigned to one point, with the 
consignee’s address or instructions to notify a party at 
another point, is permitted only when the consignee or 
party to notify is located at a point where the carrier can¬ 
not make delivery; at a station at which there is no agent; 
on a rural free delivery route; or at an interior point. 
When the consignee or party to be notified is located at a 
prepay station, or on a rural free delivery route, or in the 
interior, the shipment must be consigned to an open 
station—one at which there is an agent—designated by 
the shipper. 

Further, when the destination station and the con¬ 
signee’s post office address adjacent to such station are 
differently named, the issuing of either a straight or order 
bill of lading for a shipment consigned to one point, and 
with the consignee’s address or instructions to notify 
the consignee or other party at another point, will be 
permitted. 

The rule specifically states that it does not prohibit 
showing on the bill of lading the points at which ship¬ 
ments are to be stopped in transit for partial loading or 
unloading when such loading or unloading is authorized 
by a tariff governing the shipment. 

When a shipment has been forwarded on an order bill 
of lading the original order bill of lading, properly in¬ 
dorsed, must be surrendered before the carrier releases 
the shipment covered by it. It sometimes happens, how¬ 
ever, that a shipment reaches destination before the party 


152 


FREIGHT CLASSIFICATION 


for whom it is intended can get possession of the bill of 
lading. Special provision is made to take care of such 
cases. The carrier is authorized to make delivery of the 
shipment provided that he receives in lieu of the bill of 
lading either— 

1. A certified check equal to 125 per cent of the invoice 
value of the shipment; or 

2. A bond equal to twice the amount of the invoice 
value of the shipment; or 

3. A blanket bond. 

It rests with the carrier to choose which form of surety 
will be accepted. 


Rule 8 

CHARGE NOT ADVANCED TO SHIPPER 

No Prepayment of Charges for Drayage, Storage, and the 
Like Allowed to be Made by Carriers. 

This rule very plainly and specifically prohibits the 
carrier from advancing any charges whatsoever to ship¬ 
pers, owners, or consignees of consignments, or to the 
agents, draymen, or warehousemen of such. 

Even tho a shipment may be sent “collect,” the shipper 
must pay the expense of having the shipment hauled to 
the local freight house, as this rule prohibits the agent 
of the carrier’s paying the truckman’s charges and adding 
them to the freight bill to be collected from the con¬ 
signee at destination. 

Again, a storage company making a shipment of goods 
against which storage charges had accrued, might want 
the carrier to pay the storage charge and collect it from 
the consignee at time the freight was delivered. Rule 8 
prohibits this and similar practices on the theory that a 
carrier is not a collection agency. 


FREIGHT CLASSIFICATION RULES 


153 


Rule 9 

WHEN SHIPMENT IS OF LESS VALUE THAN 
CHARGES 

Freight Charges on All Such Shipments Must Be Guar¬ 
anteed by Shipper—How This Guaranty Shall Be Made— 

Full Explanation Must Be on Waybill—Liability for 
Guaranty. 

Section 1, Rule 9,oi this rule makes it compulsory upon 
a shipper to prepay or guarantee all charges accruing 
on a shipment if, in the judgment of the carrier’s repre¬ 
sentative at point of shipment, the consignment would 
not, under forced sale, realize the total amount of such 
charges. 

Section 2, Rule 9, permits the guaranteeing of charges, 
instead of prepaying them, provided the approval of such 
guaranty is given by the General Freight Department of 
the initial carrier. It further provides that a full ex¬ 
planation that the charges are guaranteed be shown on 
the waybill. 

Section 3, Rule 9, provides that if, for any reason, 
charges on a guaranteed shipment are not paid at desti¬ 
nation, each road will look to the road that delivered 
shipment to it for reimbursement, the initial line, of 
course, calling upon the shipper to make good the guar¬ 
anty and pay all charges. 

Rule 10 

MIXED CARLOADS 

Ruling Regarding Carload Ratings Applicable to Official 
Classification—Southern and Western Classifications— 
Special Rulings Regarding Specific Commodities. 

When a carload rating or rate is assigned an article, 
it is assumed that the rating or rate is to be applied on a 
carload composed solely of that particular article. Fre¬ 
quently, however, a shipper may have a number of differ¬ 
ent articles which he wishes to ship together, but the 


154 


FREIGHT CLASSIFICATION 


quantity of the separate articles is not sufficient to make 
a carload of each. 

In the absence of some provision for forwarding such 
articles as a mixed carload, charges on the shipment 
would be assessed on either the less-than-carload rate 
applicable to each of the articles, the carload rate and car¬ 
load minimum weight applicable to one of the articles, 
and the less-than-carload rate applicable to each of the 
other articles, or upon the carload rate and minimum 
carload weight applying to each of the articles. Which 
of these three bases would apply would depend upon 
which was the cheapest when applied in connection with 
the shipment in question. 

The Attitude of Carriers toward Mixed Carloads 

To the carrier, the cost of handling is practically the 
same, whether the car is loaded with a single commodity, 
or the weight is secured by grouping a number of commod¬ 
ities. On the other hand, great freedom in the matter 
of carload mixtures has a tendency to reduce the revenue 
of the carriers, inasmuch as it is quite generally the larger, 
and consequently more profitable less-than-carload 
shipments, which are thus removed from the realm of 
higher less-than-carload rates. A review of the more im¬ 
portant cases involving carload mixtures which have been 
heard by the Interstate Commerce Commission, however, 
indicates that commercial interests, rather than a desire 
on the part of the carriers, have been the potent factors 
in preventing greater liberality in this regard. 

The policy of the carriers has been influenced largely 
by the shippers in their respective territories, with the 
result that for years within certain territory—notably 
the Official Classification Territory—the privilege of 
shipping as a mixed carload was accorded to all articles 
having a carload rating; whereas, in other parts of the 
country, this privilege was much more restricted. 


FREIGHT CLASSIFICATION RULES 


155 


In the Consolidated Classification Case, 1 the Inter¬ 
state Commerce Commission went quite fully into this 
question, and the several excerpts from its decision which 
are quoted below, present some of the important angles 
of the subject. 

The question whether the mixed-carload rule would result in 
increased car efficiency and the more economical transportation is 
entitled to consideration. Some of the traffic that now moves in less 
than carloads would be consolidated into carloads, and much of the 
expense in handling it would be thus avoided. However, this might 
be offset to some extent by shipment of fewer straight carloads than 
heretofore, for some of the commodities that now move in straight 
carloads would be used in making up mixed carloads, and it is often 
not possible to load a car with mixed freight as heavily as with one 
commodity. An increase in the proportion of the traffic moved in 
carloads means relief for congested freight houses. It should also be 
borne in mind that carload traffic involves fewer claims for loss, 
damage, and delay. Mixed carloads are loaded by the shipper and 
unloaded by the consignee, and hence the carrier is not entitled to 
the same compensation as would be yielded by less-than-carload rates. 

It was because of the difference under which commercial 
practices had grown up in the East and the West that 
Rule 10 was made to provide a different basis for mix¬ 
tures under Official Classification on one hand, and 
Southern and the Western Classifications on the other. 

Commodity Rates v. Class Rates 

This lack of uniformity in the application of Rule 10 
is the most conspicuous of the very few instances wherein 
the general rules of the Consolidated Freight Classifi¬ 
cation do not apply in all three classification territories 
alike. Wherein this difference lies will readily be seen 
when the interpretation of the rule is studied, but before 
discussing its interpretation, it is necessary to define 
a “commodity rate” and explain the difference between 
a class rate and a commodity rate. 

The Class Rate: A class rate is the rate applicable 
in connection with the rating (designation of the class 
division) of a classification, and applies alike on all 


»54 i. c. C., 18. 


156 


FREIGHT CLASSIFICATION 


articles or commodities that take the same rating. If 
the second-class rate from Cincinnati, Ohio, to Oakland, 
Calif., is $4.90 per 100 pounds, this rate will apply from 
Cincinnati to Oakland on all articles that are given a 
second-class rating in the Western Classification. It 
matters not whether the articles be lantern globes, cast- 
iron toys, sticky fly paper, or what not, just so they take 
a second-class rating, the second-class rate will apply. 
The only exception to this would be in cases where a com¬ 
modity rate was published on some one of the articles, 
and the commodity rate took precedence over the class 
rate. In such a case, the commodity rate would apply 
on the particular article in connection with which it was 
published. 

The Commodity Rate: A commodity rate is a specifi¬ 
cally named rate that applies only on the specific 
articles or commodities named in connection therewith. 
Let us assume, for instance, that a railroad has published 
a commodity rate of $4.20 per 100 pounds to apply on 
l. c. l. shipments of cast-iron toys in boxes when moving 
from Cincinnati, Ohio, to Oakland, Calif. Now, the rate 
of $4.20 per 100 pounds is a specifically named rate, and 
cast-iron toys are the specifically named articles on 
which the rate of $4.20 will apply. As a commodity 
rate will apply only on the articles named in connection 
therewith, the rate given could not be applied on any 
article other than cast-iron toys. It would not apply 
on other second-class articles, as for instance, on lantern 
globes, nor on sticky fly paper. To make a still finer 
distinction, it will be recalled that as authorized by Item 
8, page 85, of the LaSalle Classification, a second-class 
rate would apply on less-than-carload shipments of either 
cast-iron games or cast-iron toys, when boxed. Such being 
the case, the second-class rate of $4.90 previously referred 
to would apply on games, toys, or games and toys, but the 
commodity rate would not apply on the games, because 
games were not specifically named in connection with 
the commodity rate. 


FREIGHT CLASSIFICATION RULES 157 

There are various types of freight rates, each of which 
will be fully defined in a later text, but in order to under¬ 
stand Rule 10, it is necessary that the reader bear in mind 
the distinction between a class rate and a commodity rate. 

Both Sections 1 and 2 of Rule 10 refer to Rule 14. 
This rule defines a carload shipment and both Rules 14 
and 24. The former carries a reference to the latter and 
should be considered in connection with Rule 10. 

Section 1, Rule 10: As this section is applicable to 
the Official Classification only, and tariffs governed by 
it, we will first analyze the rule as it applies to that 
classification, and will disregard for the time being the 
Southern and Western Classifications. 

In analyzing this section, it is found that unless other¬ 
wise provided (where other provisions are made will be 
developed in connection with Sections 3 and 4 of the rule) 
when a number of different articles for which carload 
ratings or rates are provided are shipped at one time, by 
one consignor to one consignee and destination in con¬ 
formity with Rule 14, they will be charged for at the car¬ 
load rate applicable to the highest classed or rated article, 
and the carload minimum weight will be the highest pro¬ 
vided for any of the articles in the carload. 

Particular attention is directed to the clauses “for 
which carload ratings or rates are provided” and “will be 
charged at the carload rate applicable to the highest 
classed or rated article.” The effect of the words rates 
and rated is to make the highest rate properly applicable 
to any article in the car having a carload rating or rate 
apply. If the word rates were omitted, the rate applicable 
to the highest classed article would apply on all of the 
articles, except as otherwise provided in Sections 3 and 4, 
but under the rule as it actually reads, if an article took 
a sixth -class rate of let us say 22 cents, and another article 
in the shipment took a commodity rate of 25 cents, and 
the rate of 25 cents was the highest applicable to any of 
the articles in the shipment, 25 cents would be the rate on 
all of the articles in the car that have a carload rating. 


158 


FREIGHT CLASSIFICATION 


To indicate the interpretation of this rule in more 
detail, let us assume that a shipment moving from point 
“A” to point “B” consists of soap, scouring compound, 
and wooden mop handles. We will further assume that 
the actual weights, carload ratings, carload rates, and 
carload minimum weights are as follows: 

Article Actual Weight Ratings Rate C. L. Minimum Weight 


Soap 

15,000 lbs. 

6th Class 

33c 

36,000 lbs. 

Compound 

5,000 lbs. 

4th Class 

46c 

30,000 lbs. 

Handles 

15,000 lbs. 

5th Class 

40c 

24,000 lbs. 


If there were no carload commodity rate applying on 
any of these articles, the charges, considering Section 1 
alone, would be based on the minimum weight provided 
for the soap (36,000 pounds) which is the highest 
minimum weight provided for any article in the car, and 
at the rate for the scouring compound (46 cents), which 
is the highest classed article in the car. 36,000 pounds 
at 46 cents per 100 pounds equals $165.60, which would be 
the freight charge under the conditions as outlined. 

But now suppose that the handles took a commodity 
rate of 47 cents instead of the fifth-class rate of 40 cents. 
Bight here is where the word rated would change the basis 
of the charge, as in order to comply with the rule and 
charge the rate applicable to the highest rated article, 
the rate of 47 cents applicable to the handles would have 
to be used. 

The scouring compound is the highest classed article, 
but the handles are the highest rated; that is, they bear 
the highest rate. 

Under these circumstances the charge would be 36,000 
pounds at 47 cents per 100 pounds, which amounts to 
$169.20. Naturally, if a carload minimum weight of 
40,000 pounds were named to apply in connection with 
the commodity rate of 47 cents, that minimum would 
have to be protected as it would be the highest named 
for any article in the car. 

We will now consider Section 3 of this rule as it 
applies in connection with Section 1. The rule reads: 


FREIGHT CLASSIFICATION RULES 


159 


“Subject to the conditions of Section 1, when the 
aggregate charge upon the entire shipment is made 
lower by considering the articles as if they were di¬ 
vided into two or more separate carloads, the shipment 
will be charged accordingly, as follows: the charges on 
each separate carload will be based upon the carload 
rate applicable to the highest classed or rated article 
therein and the highest carload minimum weight provided 
for any of the articles therein.” 

The clause “subject to the conditions of Section 1” 
refers to that portion of Section 1 which reads as follows: 
“When a number of different articles, for which carload 
ratings or rates are provided, are shipped at one time by 
one consignor to one consignee and destination, in a 
carload (See Rule 14),” as they are the only conditions 
of Section 1. 

Section 3 is the first instance where the clause “except 
as otherwise provided” carried in Section 1 is of benefit, 
for it gives Section 3 precedence over Section 1 when a 
lower charge is thereby secured. 

It frequently happens, especially where there are but 
two different kinds of articles constituting a carload, and 
the difference in the rates applicable is great, or the weight 
of each kind of article approaches the carload minimum 
weight, that it makes a lower total charge to figure the 
charges as if one or more of the articles constituted a 
separate carload shipment actually loaded in separate 
cars, than to figure them as set forth in the provisions 
of Section 1. 

As an example, let us take the commodities we used 
to illustrate Section 1, of soap, scouring compound, and 
handles. We will use the same ratings and rates but 
will change the actual weights somewhat. In that case 
our calculations will be as follows: 

Article Actual Weight Ratings Rate C. L. Minimum Weight 


Soap 

30,000 lbs. 

6th Class 

33 

36,000 lbs. 

Compound 

15,000 lbs. 

4th Class 

46 

30,000 lbs. 

Handles 

, 15,000 lbs. 

5th Class 

40 

24,000 lbs. 


160 


FREIGHT CLASSIFICATION 


Under Section 1 the charges on this shipment would be 
for 60,000 pounds at 46 cents per 100 pounds, or $276. 
But if, in accordance with Section 3, we consider the soap 
as loaded in one car and the compound and handles as 
loaded in another car, the charges would be: 


First car (soap), 36,000 pounds @ 33c.=$118.80 

Second car (compound and handles), 30,000 pounds @ 46c. = 138.00 

Aggregate charge on entire shipment. $256.80 


Thus, on this shipment, the charges under Section 3 
would be $19.20 less than those under Section 1, because, 
as a lower aggregate charge is obtained under Section 3 
than under Section 1, Section 3 takes precedence. 

In so far as a commodity rate which might apply on 
one or more of the articles is concerned, the effect under 
the same conditions would be fundamentally the same 
as illustrated in the analysis of Section 1. 

Thus far in our discussion of this rule we have 
considered only carload ratings and rates as applicable 
to the commodities constituting the shipment, but 
Section 4 authorizes the application of the less-than-car- 
load basis to part of the shipment when a lower aggregate 
charge will thereby be accomplished. 

This is the second instance where the clause of Section 
1 reading “except as otherwise provided” is of benefit. 
If by the use of Section 4 a lower total charge is made 
than by using Sections 1 and 3 only, the basis provided in 
Section 4 takes precedence. 

In order to illustrate the application of Section 4, we 
will use the same commodities as previously used but 
will again change the weights and show the assumed 
less-than-carload ratings and rates of the articles accord¬ 
ing to table following: 

Articles Act. Wt. Ratings Rate C.L.Min.Wt. 

L.C.L. C.L. L.C.L. C.L. 

Soap 38,000 lbs. 4 Cl. 6 Cl. 46 33 36,000 lbs. 

Scouring Compounds 5,000 lbs. R. 26 4 Cl. 53 46 30,000 lbs. 

Handles 23,000 lbs. 3 Cl. 5 Cl. 66 40 24,000 lbs. 





FREIGHT CLASSIFICATION RULES 


161 


On the above shipment, if charges were based in com¬ 
pliance with Sections 1, 3, and 4, the basis and charges 
would be: 


Soap, 38,000 lbs. (act. wgt.) at 33 cents per 100.$125.40 

Scouring Compound, 5,000 lbs. (act. wgt.) at 53 cents per 100 

(L.C.L. rate). 26.50 

Handles, 24,000 lbs. (C.L. min. wgt.) at 40 cents per 100. 96.00 


Aggregate Charge.$247.90 


It is interesting to compare the charge so assessed with 
the charge that would apply if Sections 1 and 3 only were 
used. In such a case the charge would be as follows: 


Soap, 38,000 lbs. at 33 cents per 100 or.$125.40 

Compound and Handles, 30,000 lbs. at 46 cents per 100 or_ 138.00 

Aggregate Charge.$263.40 

If Section 1 alone were used, the basis and charge 
would be as follows: 


66,000 lbs. (total act. wgt.) at 46 cents per hundred (rate applicable 
to the highest classed article), which equals a charge of $303.60. 

From this it will be seen that by the application of 
Sections 1, 3, and 4 a charge lower by $55.70 is obtained 
than would be the case if Section 1 alone was used, and 
a charge lower by $15.50 than if Sections 1 and 3 alone 
were used. 

The note shown in this rule is very important, but the 
discussion of it will be postponed until the rule as it applies 
to the Southern and Western Classifications has been 
discussed, because it should be understood that the note 
applies to all three classifications with equal force. 

Section 2, Rule 10: This section has no connection 
with the Official Classification, as it is applicable only 
to the Southern and Western Classifications and tariffs 
governed by those classifications. 

This section, it will be noted, begins “Except as other¬ 
wise provided” and further reads “when a number of 
different articles, for which carload ratings are provided, 










162 


FREIGHT CLASSIFICATION 


are shipped at one time by one consignor to one con¬ 
signee and destination, in a carload as per Rule 14, they 
will be charged at the highest class carload rate applicable, 
and the carload minimum weight will be the highest 
provided for any article in the carload.” 

The last sentence of the section states that the section 
does not apply in connection with commodity rates 
except in so far as articles classified as “fertilizer” rates or 
“special iron” in the Southern Classification are con¬ 
cerned. 

It will be noticed that while Section 1, as applicable to 
the Official Classification, reads: “for which carload 
ratings or rates are provided,” Section 2, as applicable 
to the Southern and Western Classifications, reads: “for 
which carload ratings are provided,” and that it does 
not include rates. 

Further, Section 2 provides “they will be charged at 
the highest class carload rate applicable.” The effect 
of these two quoted clauses is to prohibit the mixing of 
articles, one or some of which take class rate or rates, 
with articles, one or some of which take commodity rate 
or rates, it being understood, of course, that if the 
shipment is governed by the Southern Classification 
a special exception is made with reference to articles 
which the classification indicates are subject to “fertilizer” 
or “special iron” rates. 

It should be understood that the clause in Section 3 
reading “subject to the conditions of Section 2” refers 
only to that part of Section 2 reading “for which carload 
ratings are provided, are shipped at one time by one 
consignor to one consignee and destination, in a carload 
(see Rule 14).” 

The balance of the section, including paragraph (b), 
may be interpreted as meaning that when the aggre¬ 
gate charge upon the entire shipment is made lower by 
considering the articles as if they were divided into two 
or more separate carloads, the shipment will be charged 
accordingly, as follows: the charges on each separate 


FREIGHT CLASSIFICATION RULES 


163 


carload will be based upon the carload rate applicable to 
the highest classed article therein, and the highest carload 
minimum weight provided for any of the articles therein, 
but if one of the carloads is subject to a commodity rate, 
the carload minimum weight applicable to that rate will 
apply to such carload. 

Under this section, a commodity rate can be used if it 
is properly applicable to one or more of the articles, and 
in this respect Section 3 is a deviation from Section 2 as 
authorized by the term “except as otherwise provided,” 
as carried in Section 2. 

Restrictions, however, are placed around the use of a 
commodity rate in connection with this section. It can 
be used only when, upon considering the articles as if 
they were divided into two or more separate carloads, 
a lower aggregate charge is secured thereby, and the car¬ 
load minimum weight applicable in connection with the 
commodity rate must be protected on the carload covered 
by the commodity rate. 

Section 4 was fully discussed in its application under 
the Official Classification. As it has the same applica¬ 
tion under the Southern and Western Classifications, 
there is no need to discuss it further. 

Illustrating the application of Sections 1, 3, and 4, 
Rule 10, we will take the shipments used for illustration 
in connection with the Official Classification and apply 
them to the Southern and Western Classifications. 

First we will consider the following shipment under 
Section 2 only. No commodity rate is applicable. 

Articles Actual Weight C.L. Ratings Rate C.L. Min. Weight 


Soap 

15,000 lbs. 

6 Cl. 

33 

36,000 lbs. 

Scouring Compound 5,000 lbs. 

4 Cl. 

46 

30,000 lbs. 

Handles 

15,000 lbs. 

5 Cl. 

40 

24,000 lbs. 


The basis and charge for this shipment would be 36,000 
pounds (highest C. L. minimum weight applicable to any 
article in this car) at 46 cents per 100 pounds (highest 
class carload rate applicable), which makes a charge of 
$165.60. 


164 


FREIGHT CLASSIFICATION 


In discussing Sections 2 and 3 jointly, let us assume that 
the actual weights of the articles were: soap, 32,000 
pounds, scouring compound, 5,000 pounds, and handles, 
37,000 pounds. Let us further assume that a commodity 
rate of 35 cents was named to apply on the handles with 
a carload minimum weight of 40,000 pounds. 

Under Section 2, the charges on such a shipment would 
be for 74,000 pounds (actual aggregate weight) at 46 
cents per 100 pounds (rate for the highest classed article 
in shipment), or a charge of $340.40. 

But by considering the soap and compound as loaded 
in one car and the handles in another car under Section 3, 
the aggregate charge would be as follows: 


Soap and Compound, 37,000 lbs. at 46 cents or.$170.20 

Handles, 40,000 lbs. at 35 cents or. 140.00 

Aggregate Charge.$310.20 


This is $30.20 less than charges under Section 2 alone. 

In determining the effect of Section 4 in conjunction 
with Sections 2 and 3, we will have to use a less-than- 
carload rate, so we will arbitrarily make the third-class 
rate, as applying to the scouring compound, 53 cents per 
100 pounds: Thus the basis of charge under Sections 2, 


3, and 4 would be: 

Soap, 36,000 lbs. at 33 cents or.$118.80 

Scouring Compound, 5,000 lbs. at 53 cents or. 26.50 

Handles, 40,000 lbs. at 35 cents or. 140.00 

Aggregate Charge.$285.30 


This would be the lowest charge and therefore the 
proper one to assess. 

Note under Rule 10: This is easily interpreted as its 
various paragraphs are self-explanatory. The ease of 
interpreting them, however, should not cause one to 
think they are of slight importance, for such is not the 
case. On the contrary, they are very important and are 
frequently the cause of errors. 

The first paragraph prohibits the use of Rule 10 in 
connection with articles for which no carload ratings 











FREIGHT CLASSIFICATION RULES 


165 


or rates are provided. Rule 10 could not, therefore, be 
applied on articles that were assigned only less-than- 
carload or any-quantity ratings and for which there was 
no carload rate named. 

The second and third paragraphs refer to Rules 12, 
24, and 34. They will come up for consideration later. 

The fourth paragraph states that “specific carload 
mixtures will not prevent the application of Rule 10 to 
the same articles in mixed carloads with other articles 
not named in the mixture.” This means, for instance, 
that if some of the articles shown in the specific mixture 
of cereal milling machinery in Item 14, page 106, of the 
LaSalle Classification, were part of a shipment contain¬ 
ing articles which were not shown in the mixture au¬ 
thorized by this Item, Rule 10 could be applied. 

The fifth paragraph provides that if a lower charge 
results under the application of Rule 10 than under the 
provisions of a specific mixture, Rule 10 will apply. It 
is possible that by grouping certain articles of a speci¬ 
fied mixture, and considering the groups as loaded into 
separate cars, a lower aggregate charge than the charge 
determined by using the basis given in connection with 
the specific mixture would be obtained. Under the last 
paragraph of the note, such lower charge would be the 
proper one. 

Before leaving Rule 10, it might be well to state that 
no attempt has been made to illustrate all of the almost 
innumerable variations possible under this rule. Only 
the simpler and somewhat representative situations have 
been used as illustrations. For the exact effect of Rule 
10 upon a mixed carload shipment, all the pertinent 
factors must be known and taken into consideration. 


166 


FREIGHT CLASSIFICATION 


Rule 11 

HOW FREIGHT CHARGES SHALL BE 
COMPUTED 

Gross and Estimated Weights—Minimum Weights Must 
Be Observed—Temporary Blocking, Racks, Standards, 
Demurrage and the Like Subject to Rule 30. 

This rule states that, unless otherwise provided, 
freight charges shall be computed on the gross weight, 
except where estimated weights are provided, in which 
case the authorized estimated weights will be used. 

By gross weight is meant: 

1. The actual weight of the shipment, where ship¬ 
ments are made in a loose form. 

2. The total actual weight of the container and its 
contents, where articles or commodities are shipped in a 
container. 

For example, shipments of bulk grain, coal, lumber, 
etc., are charged on the actual weight; shipments of 
package freight, such as hardware in boxes, are charged 
on the aggregate weight of the hardware, the packing, 
if any, and the containers. 

In the majority of instances, the actual weight as 
ascertained by weighing the particular shipment is used 
in determining the freight charge, but estimated weights, 
where authorized, take precedence over the actual weight. 
This is particularly true of certain commodities where 
it would prove difficult to ascertain the actual weight, 
or where certain articles or commodities are put up in 
standardized packages. 

Good examples of the first instance referred to are the 
estimated weights on petroleum and certain petroleum 
products. The LaSalle Classification provides that 
certain oils when in tank cars will be given an estimated 
weight of 6.6 pounds per gallon in all three classification 
territories, except that under Western Classification, 
crude, fuel, or gas oil takes an estimated weight of 7.4 
pounds per gallon. This estimated weight per gallon 


FREIGHT CLASSIFICATION RULES 


167 


of the specified kinds of oils would apply, irrespective of 
the actual weight per gallon of that particular oil. 

The other kind of estimated weights referred to are 
those obtained thru agreement with a weighing and 
inspection bureau. In order for such estimated weights 
to be accepted by the carriers, it is necessary for the 
shipper and the weighing bureau to execute a “weight 
agreement” similar to the following: 

WESTERN WEIGHING AND INSPECTION BUREAU WEIGHT 
AGREEMENT 

This Agreement, entered into by and between A. S. Dodge, Superin¬ 
tendent of the Western Weighing and Inspection Bureau, and. 

.of.(Town), 

.(State). 

Witnesseth, That in consideration of the carriers, members of the 
Western Weighing and Inspection Bureau, accepting the weights and 
descriptions as certified on shipping orders, bills of lading or weight 
certificates for commodities herein specified as the basis for assessing 
freight charges, it is hereby agreed: 

1. The shipper shall report and certify to the carrier correct gross 
weights and correct descriptions of commodities on shipping orders, 
bills of lading or weight certificates, by placing thereon imprint of 
certification stamp, providing for verification by the carriers, members 
of the Western Weighing and Inspection Bureau. When such weights 
are obtained on track scales the correct gross, tare and net weights 
shall be given. 

2. When weights of uniform or standard weight articles are based 
upon averages, the shipper shall give prompt notice to the authorized 
representative of the carrier when any change is made which will 
affect the weight arrived at by use of the average, including any 
change made in package or material used. 

3. The shipper shall keep in good weighing condition all scales 
used in determining weights and have track scales tested, maintained 
and operated in accordance with the Track Scale Specifications and 
Rules approved by The American Railway Association, and shall also 
allow the authorized representative of the carrier to inspect and test 
them. 

4. The shipper shall keep his records in such a manner as will 
permit of correct and complete check, and shall allow the authorized 
representative of the carrier to inspect the true and original weight 
sheets, books, invoices and records necessary to verify the weights 
and descriptions of the commodities certified in the shipping orders, 
bills of lading or weight certificates. 






168 


FREIGHT CLASSIFICATION 


5. The shipper shall promptly pay to the authorized representative 
of the carrier, bills for all undercharges from original point of ship¬ 
ment to final destination, resulting from certification of incorrect 
weights or improper description, whether shipment is sold f. o. b. at 
point of shipment or elsewhere. Overcharges developed from check 
of shipper’s records will be promptly certified by the authorized 
representative of the carrier in writing for proper adjustment. 

6. Shipments made under this agreement will be subject to rates, 
charges, minimum and estimated weights prescribed by classifications, 
exceptions thereto, tariffs or rules of the carriers interested. 

7. This agreement may be canceled by ten days’ notice in writing 
to either party; it being understood that the shipper shall permit 
check of business and pay undercharges on all shipments made prior 
to cancellation. 

This agreement applies on. 

Such an agreement may apply on virtually any speci¬ 
fied commodity, and a shipment covered thereby is said 
to be moving under a weight agreement. 

In so far as the estimated weight feature of this agree¬ 
ment is concerned, it is ordinarily applied to standardized 
packages. A cereal food preparation like Quaker Oats 
is usually shipped in a standardized box that will average, 
say, 50 pounds. Instead of weighing each and every 
box of each shipment, a representative of the weighing 
bureau arrives at the average weight by weighing a 
certain number of boxes as they are prepared for ship¬ 
ment. This average is the one on which the freight 
charge is based. 

From time to time other weighings are made, and the 
weight readjusted accordingly. When a firm executes a 
weight agreement, it is assigned a weight agreement 
number, and the shipping ticket or bill of lading covering 
a shipment made under such agreement must be stamped 
with this number. Except in cases of obvious error, 
such weights take preference over all other weights. By 
use of these agreements, many vexatious claims and much 
unnecessary correspondence with respect to adjusting 
them are avoided, and much time and expense are saved 
in the weighing of shipments. 



FREIGHT CLASSIFICATION RULES 169 

This rule also states that the weight of bracing, dunnage, 
etc., if used, shall be charged for as provided in Rule 30, 
which will be analyzed later. Of course, if the gross 
weight is less than the established minimum weight 
applicable, the minimum weight as established must be 
protected. 

Rule 12 

MIXED SHIPMENTS 

Single Shipments of One Class—Of Two or More Classes— 
Packages Containing Freight of More Than One Class— 
Charge on Articles in Bundles Subject to Individual Mini¬ 
mum Weights—L.C.L., vs. Loose Pieces—Articles Rated 
Differently according to Individual Weights of Packages 
or Pieces. 

All provisions of this rule are subject to the minimum 
charge provided in Rule 13, and this fact should be 
borne in mind in interpreting this rule. 

Section 1 , Rule 12: Frequently a number of different 
articles are packed in a single container. In the case of 
shipments consisting of a quantity of different articles 
that take the same rating, it is usually advantageous to 
place them within a single container, as thereby the 
possibility of part of the lot’s going astray is eliminated, 
and the packing cost is materially reduced. The charges 
on such less-than-carload shipments will be based on 
the total weight of the package and its contents, at the 
rating applicable, but subject to a minimum charge 
which will be discussed in connection with Rule 13. 

Section 2, Rule 12: Articles differently classified 
should be placed in separate containers whenever the 
saving in freight charges and the securing of other advan¬ 
tages are sufficient to offset the advantages of using a 
single container. When shipments are so packed, 
Section 2 authorizes the computing of the freight charge 
upon the actual or authorized estimated weight at the 
rating applying to each class. This means that if a 
shipment consisted of 1 box hardware, rated at second 
class and weighing 50 pounds, and 1 box bolts rated at 


170 


FREIGHT CLASSIFICATION 


fourth class and weighing 120 pounds, the basis of charge 
would be 50 pounds at second-class rate, plus 120 pounds 
at fourth-class rate. 

Section 3, Rule 12: As a matter of convenience and 
safety or for other reasons, articles to which different 
ratings are assigned are frequently placed in a single 
container. Section 3 provides that when this is done, 
the charges shall be based on the weight of the package 
at the rating applicable to the highest rated article in 
the package. 

As an illustration, suppose there was packed in one box 
80 pounds of an article rated first class, 100 pounds of an 
article rated second class, and 50 pounds of an article 
rated third class, the box itself weighing 60 pounds and 
the packing 10 pounds, on what basis should such a 
shipment be charged? According to Section 3, of Rule 12, 
it should be charged on the basis of 300 pounds at the 
first-class rate. 

It is not necessary to list or describe on the bill of lading 
or shipping ticket all the articles included in the package, 
it being sufficient to specify the highest rated article, 
together with the notation “and other articles classified 
the same or lower.” The use of such a notation on the 
bill of lading eliminates considerable detail work, but care 
should be taken to list the highest or one of the highest 
rated articles. 

Section 4, Rule 12: In case a minimum weight is 
provided for each separate package or article, that 
minimum must be observed, and charges for a number of 
packages or pieces shall be no less than for that number 
of packages or articles at the prescribed minimum weight. 
For example, the classification provides that on less- 
than-carload shipments of live stock, a minimum weight 
of 3,000 pounds shall be assessed for one horse, and an 
additional 1,500 pounds for each horse after the first. 
A consignment of three horses might weigh but 4,200 
pounds, but the minimum, that is, the weight upon which 
charges will be assessed, would be 6,000 pounds. 


FREIGHT CLASSIFICATION RULES 


171 


Section 5, Rule 12: When articles are shipped loose, 
no provision being made in the classification for ship¬ 
ments in that manner, if each weighs as much as the 
weight specified for a bundle, they shall be charged for 
as a bundle. 

The LaSalle Classification provides a Southern Classi¬ 
fication rating of second class for galvanized-iron hinges, 
other than spring, when in a bundle weighing 15 pounds 
or over. If such a hinge weighing 16 pounds were shipped 
loose, the second-class rating as provided for “in bundles” 
would apply. 

Section 6, Rule 12: The last section of this rule 
applies to articles whose l. c. l. rating varies according 
to the weight of the individual piece or package. In 
such cases, the charge for a given number of pieces or 
packages of a given weight shall not be in excess of the 
amount which would be collected on the same number 
of pieces or packages of a greater weight. As an illus¬ 
tration, let us refer to the LaSalle Classification pro¬ 
visions for forgings in the rough. 

A foundry receives an order for 100 forgings in the rough, 
each to weigh 22 pounds. If these were shipped loose, 
they would be ratable under the Western Classification 
at first class. If the scale of rates applicable between 
origin and destination happened to be as follows: 

Class. 1 2 3 4 

Rate in cents per 100 lbs.... 100 85 70 60 

the charge on this basis would be $22. If each of these 
rough forgings had weighed 25 pounds, the rating would 
be at fourth class, which would amount to a charge of 
$15.00. As this $15.00 is the charge on 100 forgings 
weighing 25 pounds each, it is the maximum charge on 
an equal number of forgings weighing but 22 pounds 
each; therefore, $15.00 would be the charge applicable to 
the 100 forgings weighing 22 pounds each. It is of 
interest to note that if these 22-pound forgings were 
wired together, two and two, each bundle would weigh 
44 pounds, which would entitle them to the same rating 



172 


FREIGHT CLASSIFICATION 


as tho each forging weighed 25 pounds or over.. This 
would still further reduce the freight, as, in this case, 
charges would be assessed on 2,200 pounds (actual weight) 
at the fourth-class rate of 60 cents per 100 pounds, which 
would equal $13.20. 

Rule 13 

SINGLE SHIPMENTS OF L.C.L. FREIGHT 
Conditions under Which Such Shipments May Be Accepted 
at Minimum Charge—Restriction as to What the Minimum 
Rate Shall Be—Part Lot and Overflow Shipments. 

The handling of every consignment of freight entails a 
certain amount of labor and expenses, such as those inci¬ 
dent to moving, billing, and recording of freight, and the 
sending of the arrival notice, etc. To cover these ex¬ 
penses, the carriers have established a rule that no 
shipment shall be handled for less than a specified amount. 
This is known as the minimum charge. 

Section 1 of this rule applies to less-than-carload 
shipments and Section 2 to carload shipments. 

Section 1, Rule 13: It will be noted that, with refer¬ 
ence to less-than-carload shipments, the minimum 
charge shall be as given in paragraphs (a), (b), (c), and 
(d), unless a different minimum charge is otherwise pro¬ 
vided. This exception is intended to cover a possible 
different minimum charge that might be carried in some 
rate tariff, an exception to classification, or other duly filed 
schedule, it being understood, of course, that the charge 
as provided in one of the later referred to authorities 
takes precedence over that of the classification. 

Section 1 (a), Rule 13 , provides that if the correct 
rating of a shipment is first class or lower, the least charge 
shall be that for 100 pounds at the class or commodity 
rate applicable. 

Say a shipment consists of 1 Box Scales n. o. i. b. n., 
weighing 40 pounds, and rated at second class, no com¬ 
modity rate applying. If the second-class rate were 
85 cents per 100 pounds, the charge would be, not for 


FREIGHT CLASSIFICATION RULES 


173 


40 pounds at 85 cents per hundred pounds—which would 
amount to but 34 cents—but 85 cents, as that is the 
charge for 100 pounds at 85 cents per hundred, and, 
therefore, the minimum charge. If it happened that 
there was a commodity rate of 60 cents per 100 pounds 
applicable, the minimum charge would be 60 cents, as 
that would be the commodity rate for 100 pounds. 

Section 1 (b), Rule 13 , applies only when a ship¬ 
ment is classified higher than first class, in which case 
the charge shall not be less than for 100 pounds at the 
first-class rate. Bamboo book racks when boxed are 
classified as three times first class. If the first-class rate 
were SI per 100 pounds, a shipment weighing 30 pounds 
would be subject to a minimum charge of SI, and not 
90 cents, as it would be if based on 30 pounds at S3 per 
hundred. Of course, if the shipment weighed 40 pounds, 
the minimum charge would not apply, because the actual 
weight (40 pounds) at the actual rate, S3 per 100 pounds, 
makes a charge of SI.20, which is more than the mini¬ 
mum one. 

Section 1 (c), Rule 13, brings this rule into harmony 
with Section 3 of Rule 12, inasmuch as when articles 
assigned different ratings are combined in a single ship¬ 
ment, the minimum charge becomes that attaching to 
the highest rated article as developed under paragraphs 
(a) and (b). 

Section 1 (d), Rule IS: The first sentence in this 
paragraph is the requirement that the charge on any 
single shipment will in no case be less than 50 cents. 
This paragraph further provides that where the thru 
rate applicable is made by adding two or more rates 
together, the various rates constituting the total thru 
rate, each being governed by the same or a different 
classification, the minimum freight charge from origin 
to destination shall be 50 cents. 

For the purpose of illustration, let us take a shipment 
consisting of 1 Box Copper Coated Iron Bolts, weight 
20 pounds, moving from Sioux City, Iowa, to Atlanta, 


174 


FREIGHT CLASSIFICATION 


Ga. Now, let us assume that there is no published thru 
rate, and that the Western Classification governs that 
part of the movement from Sioux City to Chicago, Ill.; 
the Official Classification from Chicago to Louisville, 
Ky., and the Southern Classification from Louisville to 
Atlanta. 

The LaSalle Classification shows that copper coated 
iron bolts in boxes take fourth class in both the Official 
and Southern Classifications, and third class in the 
Western Classification. If we assume that the third- 
class rate from Sioux City to Chicago is 30 cents per 
100 pounds, the fourth-class rate from Chicago to 
Louisville is 20 cents, and the fourth-class rate from 
Louisville to Atlanta is 15 cents, we have a thru rate of 
65 cents per 100 pounds, thus: 

Third-Class Rate Fourth-Class Rate Fourth-Class Rate 
Sioux City to Chicago Chicago to Louisville Louisville to Atlanta 
30c 20c 15c =65c 

If the minimum charge of 50 cents was applied to 
each factor rate governed by a different classification, 
we would have a minimum charge of $1.50, but as para¬ 
graph (d) provides that the minimum of 50 cents applies 
to the thru movement, the minimum charge under this 
paragraph alone would be 50 cents. We have already 
seen, however, that under paragraph (a) the minimum 
charge for a shipment classified first class or lower (in 
this case it is lower), will be that for 100 pounds at the 
rate applicable. The rate applicable is 65 cents; there¬ 
fore, the minimum charge in this instance would be 
65 cents. 

Section 2, Rule 13: This section, it will be observed, 
applies on carload shipments only, and provides that the 
minimum charge for such a shipment be $15 per car. 
It should be particularly observed that there are two 
exceptions to this basis. The first exception is that the 
minimum charge of $15 per car does not apply on switch 
movements of any description, and the second exception 
is that it does not apply on shipments of brick, cement, 


FREIGHT CLASSIFICATION RULES 


175 


chert, coal, coke, and the other commodities and articles 
specifically enumerated. 

The second paragraph of Section 2 provides that if 
the shipment is subject to the “overflow” or “part-lot” 
provision contained in Rule 24, the minimum charge for 
the entire shipment will be the same as tho it were loaded 
in a single car; in other words, $15. 

The last paragraph of this section covering carload 
shipments carries the same provisions as does paragraph 
(d) of Section 1 in connection with less-than-carload 
shipments, in so far as the use of separate rate factors 
are concerned. That is, the minimum charge is $15, 
irrespective of whether or not the thru rate applicable 
is a published thru rate or one made up by adding to¬ 
gether two or more separate rates. 


Rule 14 

APPLICATION OF CARLOAD RATINGS OR 
RATES 

Conditions under Which Carload Rates or Ratings Apply— 
Only One Bill of Lading Allowed—Minimum Carload 
Weight. 

This rule defines the conditions under which a carload 
rating or rate may be used, and each of these conditions 
must be complied with in order for such a rating or rate 
to apply. These conditions are that the shipment: 

1. Must be from one station. 

2. Must be loaded in or on one car, except as pro¬ 

vided in Rule 24. 

3. Must be made in one day. 

4. Must be made by one shipper. 

5. Must be for delivery to one consignee. 

6. Must be for delivery at one destination. 

7. Must be covered by but one bill of lading from 

one loading point. 

8. Must be covered by but one freight bill. 


176 


FREIGHT CLASSIFICATION 


It might be stated that frequently a carload shipment 
may start for a given destination and later be “recon¬ 
signed,” that is, sent to another destination or perhaps 
a different consignee. Ordinarily, in such cases the 
original bill of lading is surrendered to the carrier, who 
then issues what is known as an Exchange Bill of Lading. 
Rule 14 does not prohibit such a practice, as the first- 
issued bill of lading is, so to speak, canceled, and the 
exchange bill of lading is not issued from the loading point. 

Also, if a shipment could not all be loaded in or on one 
car and the excess or overflow was loaded in or on another 
car, and came within the restrictions prescribed in Rule 
24, the bill of lading would carry reference to the number 
and initial of the car in or on which the excess was loaded; 
thus there would be but one bill of lading covering the 
shipment. 

Where a shipment is in excess of one carload, and the 
excess, subject to Rule 24, is loaded in or on another car, 
the railroad agent makes out a freight bill (for definition 
of a freight bill see Traffic Glossary) for the fully loaded 
car and shows on this bill the weight and charges for the 
entire shipment, and also shows thereon reference to the 
car carrying the excess lot. He then makes out a freight 
bill for the excess part of the shipment, but instead of 
showing any charges thereon he makes a notation simi¬ 
lar to the following: “Part Lot—weight and charges on 
Waybill (number and date); Car (initial and number); 
Freight Bill (number and date)thereby making refer¬ 
ence to the waybill and the freight bill carrying the charges. 
Technically, in connection with Rule 14, the second so- 
called freight bill is not a freight bill, but a reference 
document to the freight bill. 

The last sentence in Rule 14 provides that the minimum 
carload weight shown in connection with a carload rating 
or rate is, of course, the least weight in connection with 
which such a rating or rate can be used. Naturally, if 
the actual weight of the shipment is more than the mini¬ 
mum weight, charges must be based on the actual weight. 


FREIGHT CLASSIFICATION RULES 


177 


There is no requirement that, in order to take the car¬ 
load rating or rate, the shipment shall actually weigh 
as much as the minimum weight. In many cases a lower 
charge is obtained by basing such charge on the minimum 
carload weight at the carload rate, rather than on the 
actual weight at the less-than-carload rate, even tho the 
minimum weight is considerably more than the actual 
weight. 

Supposing a concern shipped 18,000 pounds of peanut 
butter in pails, shipped from town “A” to'town “B.” 
Assume that the class rates in effect between these two 
town are: 

Class. 1 2 3 4 5 6 

Rate in cents per 100 lbs.... 75 65 50 35 30 25 

Ratings on peanut butter in pails are: l. c. l., second- 
class; c. l., fifth-class, with a carload minimum weight 
of 36,000 pounds. The difference between the carload 
and less-than-carload rating on such a shipment would 
figure out: 

L. c. L., 18,000 pounds (actual weight) @ 65c.$117 

c. l., 18,000 pounds as 36,000 pounds (minimum weight) @30c.. 108 

So, in this instance, the use of the carload basis would 
result in a saving of $9. It must be remembered, how¬ 
ever, that whenever the carload rating or rate is applied, 
the weight on which charges are based must not be less 
than the carload minimum weight prescribed. 

Rule 15 

CHARGES ON L.C.L. SHIPMENTS NOT TO 
EXCEED THOSE ON CARLOADS 

Charge for Loading and Unloading Freight [Found to Be 

Subject to Carload Rate—Minimum Weight on Shipments 

Found to Be Subject to Carload Rate—Freight Tendered 

as Carload to Be so Charged For. 

Section 1, Rule 15: This section prevents, except 
under conditions given in Sections 2 and 3, (1) the assess¬ 
ing of a higher charge on a less-than-carload shipment 




178 


FREIGHT CLASSIFICATION 


than would apply on the same shipment if charges were 
based on the carload rate and minimum weight, (2) the 
assessing of a higher charge on a shipment that loads a car 
to capacity, either in space or weight, than would apply 
on a less-than-carload shipment. 

As illustrative of (1), a shipper tenders a carrier a con¬ 
signment of 20,000 pounds of freight, the rates for which 
are l. c. l. 50 cents per 100 pounds, and c. l. 20 cents 
per 100 pounds, with a carload minimum weight of 30,000 
pounds. If the shipper loaded such a consignment, the 
correct charge would be $60, which is arrived at by using 
the carload rate and minimum weight, as it makes a lower 
charge than the actual weight at the less-than-carload 
rate. 

As explanatory of (2), if a shipment consisted of pack¬ 
ages of light weight but large dimensions, so that 20,000 
pounds completely filled the car, and the less-than- 
carload rate was 50 cents, while the carload rate was 
40 cents, subject to a minimum weight of 28,000 pounds, 
the correct charge would be that based on the less-than- 
carload basis (actual weight at less-than-carload rate), 
that is, $100, as this charge is less than the carload basis 
(28,000 pounds at 40 cents per hundred), amounting to 
$ 112 . 

Section 2, Rule 15: As has previously been stated, 
lower ratings on carload quantities than on less-than- 
carload quantities are, in a measure, justified by the fact 
that shippers load and consignees unload carload ship¬ 
ments, and that such shipments do not ordinarily pass 
thru the carriers’ freight houses; all of which tends to 
lessen the carriers’ expense of handling. 

This is a recognized rule of transportation, and the 
Interstate Commerce Commission, in its investigation 
of Western Classification No. 51, discussed this rule as 
follows: 

“Carload quantities should not be received in freight houses for 
the obvious reason that carload rates do not cover that service and 


FREIGHT CLASSIFICATION RULES 


179 


that storage space should be reserved for less-than-carload ship¬ 
ments. But when, for any sufficient reason, a carrier has actually 
stored and handled carload quantities, as it stores and handles less- 
than-carload quantities, it is entitled to fair compensation for the 
additional service performed.” 

This section also provides a loading charge of 2^ cents 
per 100 pounds when a carload shipment is loaded by the 
carrier, and a like charge of 2J4 cents per 100 pounds, 
when a carload shipment, after having been transported, 
is unloaded by the carrier. 

It should be noted that this handling charge applies 
only when charges on the shipment are assessed on the 
carload basis; when the work of loading or unloading or 
both are actually performed by the carriers and also when 
the carriers’ tariffs do not provide that the cost of such 
service is included in the carload rate. It will be further 
observed that the handling cost applies on the actual 
weight of the shipment. 

The following illustrates the requirements of this 
section of the rule. A shipper tenders the carrier 24,000 
pounds of poultry feed in bags, the carload minimum 
weight being 30,000 pounds, and the rating fourth class 
in less-than-carload quantities, and Class B in carload 
quantities. Assuming the fourth-class rate to be 85 
cents per 100 pounds and the Class-B rate to be 63 cents 
per 100 pounds, it will be seen that, altho the weight of 
this shipment is less than the minimum required, yet it 
would be treated as a carload shipment, as the charge 
may not exceed that for a carload of the same freight, 
which is $189. 

Should such a shipment be loaded by the carrier, an 
additional charge of 2}^ cents per 100 pounds would be 
made on the actual weight of the shipment handled. 
This loading charge, amounting to $6, would be added to 
the freight charge of $189, making a total charge of $195. 
If the shipment should be unloaded at destination by 
the carrier, another charge of $6 would be added to cover 
that service also. 


180 


FREIGHT CLASSIFICATION 


The last sentence of Section 2 states that the carload 
minimum weight shall be that applicable to the size of 
car required for the shipment in the condition in which 
it is tendered for transportation. This means that if the 
article or commodity is subject to a graduated minimum- 
weight scale (see Rule 34), and a car 45 feet in length was 
required in order to contain the shipment, the minimum 
weight would be that for a 45-foot car, as given in Rule 
. 34. Of course, if the shipment were not subject to grad¬ 
uated minimum weight, the size of the car required would 
not affect the minimum weight applicable. 

Section 3, Rule 15: The purpose of this section is 
virtually the same as that accomplished by requiring a 
minimum weight for all shipments taking a carload rate; 
namely, to secure to the carrier just compensation for 
the equipment used. Were it not for some such preven¬ 
tive clause, a shipper could load 5,000 pounds of freight 
in a car and tender it as a carload shipment, thus prevent¬ 
ing the carrier from utilizing the unoccupied space in the 
car by loading therein other shipments. This section 
also, in effect, protects other shippers, as it tends toward 
the full utilization of equipment, thereby aiding in the 
avoidance of a shortage of cars. 


Rule 16 

ANY-QUANTITY RATINGS 

Freight for Which Neither L.C.L. Nor C.L. Ratings Are 
Shown—Definition of Term “Less Than Carload”—Single 
Shipments of L.C.L. Freight Defined—Two or More Single 
Shipments Not to Be Combined. 

Section 1, Rule 16: Section 1 of this rule authorizes 
the application of any-quantity ratings upon all commod¬ 
ities for which neither an l.c.l. nor a c.l. rating is 
specifically mentioned. It also provides that the charge 
based on an any-quantity rating shall be subject to the 
minimum charge as specified in Rule 13. 


FREIGHT CLASSIFICATION. RULES 


181 


Section 2, Rule 16: This section defines the terms 
less-than-carload and is self-explanatory. 

Section 3, Rule 16: Section 3 should be considered 
in conjunction with Section 2, as the two of them clearly 
define just what a less-than-carload shipment is. Rule 
14, it will be remembered, defines a carload shipment. 
Section 1 of Rule 16 defines an any-quantity shipment. 
Sections 2 and 3 define a less-than-carload shipment. 

Section 4, Rule 16: Section 4 prohibits the waybilling 
of two or more separate shipments as one shipment. It 
is a reinforcement of Rules 13, 14, and 15, and prohibits 
the combining of two or more shipments into one. 


182 


FREIGHT CLASSIFICATION 


Rule 17 

ARTICLES NOT OTHERWISE PROVIDED FOR 
The Application of the So-called Analogous Rule to 
Shipments Not Specially Provided for Nor Listed as 
“N.O.I.B.N.”—Duty of Agent to Report all Such Cases 
to Freight Department. 

Rule 17 is commonly known as the analogous rule. It 
provides that an article or commodity which is nowhere 
provided for in the classification shall be classified the 
same as the article or commodity to which it is the most 
analogous or similar. 1 

Classifying by analogy should not be confused with 
classifying under the term “Not Otherwise Indexed By 
Name,” because they do not mean the same thing at all. 
The rule specifically provides that an analogous rating 
can be applied only when the article under consideration 
is not specifically provided for, nor included in the classi¬ 
fication as an article n.o.i.b.n. Cotton toweling is not 
specifically named in the classification, but it is provided 
for under the description “cotton piece goods n.o.i.b.n.” 
Likewise articles made wholly of glass, but not specifi¬ 
cally named, must be classified as glassware n.o.i.b.n. 
The classifying of these articles in this manner would not 
be classifying by analogy. 

As a good example of analogous rating, take core ovens, 
which are used by foundries for drying ores and molds. 
Core ovens are not specifically provided for in the classi¬ 
fication nor can they be classified under any of the various 
descriptions of ovens n.o.i.b.n. The LaSalle Classification, 
however, does provide for baking ovens, iron or steel, 
n.o.i.b.n., and as core ovens are very similar to baking 
ovens, iron or steel, n.o.i.b.n., in construction, material, 
value, purpose, and manner of shipping, they may, by 
analogy, be given the same rating. 

For another good example we may use gas-mask bags. 
Shortly after the termination of the War, there was quite 

iWhen vised with relation to traffic the word analogous means like or resembling from a 
traffic standpoint, i. e., constituent parts, proportionate weight and bulk, value and pur¬ 
pose. 


FREIGHT CLASSIFICATION RULES 


183 


a movement of gas-mask bags, and there was no specific 
nor n.o.i.b.n. provision made for them in the classifi¬ 
cation. As these bags are practically identical in appear¬ 
ance, weight, and manner of packing with haversacks 
or knapsacks they took the same rating. 

Under this rule, the determining of the article to which 
the one offered for transportation is analogous, rests 
with the carrier, and it is made obligatory upon the car¬ 
rier’s agent to report the facts to his general freight 
department in order that the rating used may be verified, 
and the necessary classification provided. 


Rule 18 

COMBINATION ARTICLES 

Combination Articles Usually Charged at Rate of Highest 
Classed Article in Combination—This Ruling Should Not 
Be Applied to Articles Used for Different Purposes. 

Under Rule 18, combination articles, when not specif¬ 
ically classified, will be charged for at the rating for the 
highest classified articles of the combination. 

Thus, a carload shipment of combination piano benches 
and music cabinets governed by the Official Classifica¬ 
tion, would take the second-class rating provided for 
music cabinets, rather than third class, as provided for 
piano benches. 

A combination article should not be confused with an 
article that can merely be used for different purposes. 
Certain kinds of tables can with equal facility be used as 
either tables or desks, but such articles are not combina¬ 
tion articles, because they are manufactured, listed, and 
sold as tables. As was emphasized in the discussion of 
the elements of classification, the use of an object should 
have no influence upon its classification. 


184 


FREIGHT CLASSIFICATION 


Rule 19 

DEFINITION OF TERM “K.D ” 

Interstate Commerce Commission Definition of Term 
“Knocked Down”—Material Reduction of Space Occupied 
Necessary before Article Can Be Said to Be “K.D.”—Some 
Actual Examples. 

There are many articles of commerce, such as furniture, 
agricultural implements, machinery, vehicles, stoves, 
and the like, which, when delivered to the carriers, are 
in shape for immediate use. In other words, they are 
“set up” in working order. In that condition they are 
frequently less desirable from the carrier’s standpoint, 
on account of the amount of space they require in com¬ 
parison with their weight, and also because of the risk, in 
that parts or attachments may be damaged. Such 
articles, therefore, when “set up,” receive a less favorable 
rating than when knocked down. 

As provided in Rule 19, it is necessary that there shall 
be a genuine and material reduction in the amount of 
space occupied before an article can take the knocked- 
down rating. A mere separation of the article into a 
number of pieces is not sufficient. 

To ship a kitchen cabinet with the upper portion sep¬ 
arated from the base would not constitute knocking it 
down, as there would be no material reduction in the 
space occupied. The requirement of the classification 
is clearly defined by the Interstate Commerce Commis¬ 
sion in the following words: 1 

“The term ‘knocked down’ has a definite and well-understood 
meaning in railroad terminology; it involves taking apart the article 
shipped, in such manner as to reduce materially the space occupied. 
Merely separating the article in parts and crating them, without 
reducing the bulk, would not constitute knocking down in such a 
manner as to justify a reduction in the rate.” 

»21 I. C. C., 482. 


FREIGHT CLASSIFICATION RULES 


185 


Rule 20 

PARTS OR PIECES CONSTITUTING 
COMPLETE ARTICLE 

Parts or Pieces Constituting Complete Articles Covered 
by One Bill of Lading—Actual Examples—Rulings By 
Interstate Commerce Commission on This Point. 

This rule provides that, when all the parts or pieces 
constituting a complete article are covered by one bill 
of lading, the rating named to apply upon the complete 
article will apply, even tho the parts are separately 
packed. Suppose, for example, that a two-wheeled hose 
cart having iron wheels is to be shipped in Official Classi¬ 
fication territory. By reference to the LaSalle Classi¬ 
fication, you will find that when the wheels are removed 
and boxed or crated, the other part also being boxed or 
crated, a double first-class rate applies on less-than- 
carload shipments. 

In another part of the classification, under “wheels,” 
we find an item which assigns a second-class rating to 
iron or steel wheels n.o.i.b.n., in boxes, barrels, or crates. 
One not familiar with the requirements of this rule 
might think that the wheels would take this latter rating, 
but since, if they are combined with the remainder of 
the shipment, they make a complete hose cart, they 
must take the rate applicable upon that article. To 
effect a saving in the charges, the differently rated articles 
must be shipped on separate bills of lading as individual 
consignments. 

In the investigation of Western Classification No. 51, 
the Commission found this rule proposed: “parts or 
pieces constituting a complete article received as one 
shipment, will be charged at the rating provided for the 
complete article.” The Commission makes the follow¬ 
ing comment upon the proposed rule: 1 

“If the new rule is construed to mean that one shipment is offered 
under one bill of lading, we do not think that valid objection can 
be made to it. If, however, it is construed so as to deny to the 

125 I. C. C. t 487. 


186 


FREIGHT CLASSIFICATION 


shipper the right of shipping, for instance, iron bars which happen 
to be a part of some machine as iron bars, under a separate bill of 
lading, we think that such an interpretation would be unwarranted 
and unjustly discriminatory. If a shipper is willing to go to the 
trouble of separating a ‘completed article' into its constituent parts 
and meet the established shipping requirements with reference to 
each part, we see no reason why he should not do so, and we do not 
think that he can lawfully be prevented from exercising his choice 
in that direction. On the other hand, if all the pieces constituting 
a completed article are offered as one shipment, under one bill of 
lading, the freight charge should be calculated upon the rating for 
the completed article.” 

It will perhaps be well to point out that articles which 
are merely accessory do not come within the scope of this 
rule. For example, an ensilage cutter was shipped to¬ 
gether with twelve pieces of blower pipe. The pipe 
weighed 210 pounds, and charges were assessed at double 
the first-class rate; whereas the ensilage cutter moved at 
a third-class rate. As it was shown that when in use 
the pipe is attached to the cutter and the ensilage goes 
thru it by air pressure into a silo, the shipper contended 
that the pipe was a part of the cutter, and that under 
this rule it should move at the third-class rate. The 
Commission, however, held that the pipe was not a part 
of the ensilage cutter, but merely an accessory, and that 
the rate assessed, namely double first, was legally ap¬ 
plicable. 1 

Likewise, if a knocked-down printing press was shipped, 
together with certain tools used in connection with the 
erection or adjustment of the press, the tools could not 
be considered as parts of the press, but would have to 
be described separately and charged at the rate appli¬ 
cable to the tools. 


»47 I. C. C., 507. 


FREIGHT CLASSIFICATION RULES 


187 


Rule 21 

DEFINITION OF TERM “NESTED’’ 

The Ratio of Space to Weight the Basis of Special Rulings 
Regarding Commodities That Are “Nested”—Interpreta¬ 
tion of Term by Interstate Commerce Commission. 

There are numerous articles of hollow ware, such as 
wooden buckets, tin pans, iron buckets, etc., which can 
be placed one within the other or in tiers in such a manner 
as to decrease materially the space they occupy. This 
is known as “nesting.” 

The Interstate Commerce Commission has defined 
“nesting” as follows: 1 

“The term nesting in railroad terminology signifies the packing 
of like articles one within the other in such a manner as to leave 
one as little exposed above the top of the other as practicable. Nest¬ 
ing minimizes the space occupied by the shipment, and the prac¬ 
tice of applying on articles so packed lower ratings than are applica¬ 
ble on the same articles not nested, has been followed for many 
years, the element justifying the difference being the relation of 
weight to displacement.” 

As the ratio of space to weight is one of the principal 
elements considered in determining the classification of 
an article, it seemingly should not require a great deal of 
ingenuity to draw a rule containing specifications for the 
packing of such articles that would allow a lower rating 
when a given amount of space was saved, but there has 
been considerable controversy over this subject; in fact, 
it finally became necessary for the Commission to make 
a thoro investigation of the whole matter. 

Previous to the issue of Consolidated Classification 
No. 1, all three classifications differed in their definitions 
of what constituted “nesting.” After numerous contro¬ 
versies and a thoro threshing out of the entire subject, 
the definition of “nested” as contained in this rule was 
evolved. 

Section 1 , Rule 21: Section 1 of this rule is a clear 
exposition of the word “nested” and is self-explanatory, 

»25 I. C. C., 480. 


188 


FREIGHT CLASSIFICATION 


but it might be well to direct attention to the phrase 
“unless otherwise provided.” By reference to the La¬ 
Salle Classification, it will be found that on ash and other 
specified cans, the nested rating will apply on “two or 
more” instead of on “three or more,” as specified in 
Rule 21. It is to such instances that the phrase “unless 
otherwise provided” applies. 

In addition to the term “nested,” there will be found in 
certain places in the description of articles the words 
“nested solid.” There is no general rule defining “nested 
solid” in the classification, but the definition will be found 
in notes in the description of the articles. 

Section 2, Rule 21: This section prohibits applying 
the nested ratings on articles of a different name or 
material. For instance, wooden buckets and galvanized 
iron pails, altho in one package, and meeting all other 
requirements as to nesting, could not be accorded the' 
nested rating applicable to either. 


Rule 22 

DEFINITION OF TERM “IN THE ROUGH” 

Description of Wooden Articles, “In the Rough,” “In the 
White,” and “In the Finish”—Rulings by Interstate Com¬ 
merce Commission—Practical Applications of the Rule. 

There are comparatively few manufacturing establish¬ 
ments that perform the entire process of manufacture 
from the raw material to the finished and assembled 
product. In such a comparatively simple article as a 
finished wagon wheel, several different firms may have 
performed part of the manufacturing process; as it is 
often cheaper for a manufacturer having only certain 
equipment to purchase an incompleted part of what is 
to be the finished product, than it is for him to perform 
the entire manufacturing process. 

Such a practice necessitates the transportation of a 
considerable volume of unfinished products in various 


FREIGHT CLASSIFICATION RULES 


189 


stages of manufacture, and even of the finished parts 
that have not been assembled or put together. 

In the discussion of the elements of classification, it 
was learned that raw materials and uncompleted articles 
generally were rated lower than finished articles, and that 
one of the controlling reasons for this was the increased 
value of the completed article. It is but carrying this 
consideration to its logical conclusion, to rate an article 
according to its stage of manufacture. If this is done, it 
becomes necessary to have a definition of the various 
stages of manufacture. The carriers are forbidden to 
use ambiguous terms in the classification, so that when 
terms are used to denote the extent of the manufacture, 
a definition of such terms must be given. This is the 
purpose of Rule 22. It will be observed that the terms 
used and their definitions apply only to wooden articles. 

Section 1 , Rule 22: This section defines the term 
“in the rough’ 7 as applying, when specified, to wooden 
articles that have not been further manufactured than 
sawed, hewn, planed, or bent. If further manufacture 
has been performed, the rating provided will not apply. 

Section 2, Rule 22: Section 2 defines “in the white” 
as meaning that the article has been subjected to a more 
advanced stage of manufacture than provided for in 
Section 1. Section 2 permits the use of one coat of 
priming, but prohibits the “in-the-white” rating if the 
article has been painted or varnished. 

The Interstate Commerce Commission distinguished 
between “in the white” and “finished” in the following 
language. 1 

1 ‘Shipments of house trimmings treated before shipment to one 
coat of priming or filler and one coat of shellac, do not come within 
the descriptive terms of the tariff and classification respecting ship¬ 
ments ‘in the white.' Shellac is a kind of varnish; and moldings, 
frames, etc., treated to a coat of this material in addition to a coat 
of priming, are more nearly finished than if they had merely been 
subjected to priming or a filler coat." 

1 Struck Co. v. L. «tr N. R. R. Co., 25 I. C. C., 656. 


190 


FREIGHT CLASSIFICATION 


Section 3, Rule 22: Section 3 defines the term “fin¬ 
ished” as applying when the manufacture is further ad¬ 
vanced than provided for in Sections 1 and 2; in other 
words, when the article has had more than one priming 
or has received one or more coats of paint or varnish. 

A good illustration of the need for this rule is found 
in the items of the classification covering wooden double 
trees and neck yokes. If the terms “finished,” “in the 
white,” and “in the rough” were not carefully defined, 
it would sometimes prove very difficult to determine 
which rating to apply. 


Rule 23 

CARRIER’S AGENT NOT TO ACT AS SHIPPER’S 
AGENT 

The Rule Primarily for Carriers—Carriers Must Treat All 
Parties Alike—Penalties Provided for Violations of Rule— 
Some Practical Applications. 

This rule is primarily for the protection of the carriers. 
The Interstate Commerce Act requires a common carrier 
subject to that act to treat all persons or parties alike. 
If a carrier should permit its representative to act as the 
agent of a given shipper or consignee, it must accord the 
same privilege to all other shippers or consignees. It 
can easily be seen that such practices would involve the 
carrier in a large amount of work, responsibility, and 
expense for which it would receive no compensation. 
They would also open the door of favoritism to a shipper 
or consignee that the carrier might desire to favor above 
some other patron. 

Section 1, Rule 23: This section prohibits an agent 
of a carrier from acting as the agent of shippers or con¬ 
signees 4n the assembling or distribution of either carload 
or less-than-carload freight. 

Section 2, Rule 23: This prohibits the carrier’s agent, 
at the point where the consignment is tendered, from 


FREIGHT CLASSIFICATION RULES 


191 


accepting freight at carload ratings or at rates for dis¬ 
tribution to two or more parties, when the distribution 
is to be performed by the carrier’s agent. 

This provision does not prevent the loading of such 
quantities as will make two carload shipments within the 
same car to be delivered to two different consignees, when 
such shipments are covered by separate bills of lading; 
and charges are assessed as tho each shipment were in a 
separate car. 

Section 3, Rule 23: This section applies only to the 
carrier’s agents at the point of destination. It prohibits 
such agents from delivering to more than one consignee 
freight that has been carried at carload ratings or rates, 
and in this respect it is a reinforcement of Section 2. 
That section was operative against the carrier’s receiving 
agents, while Section 3 is operative against the carrier’s 
delivering agents. Section 3 also prohibits the delivering 
agents from accepting from shippers or consignees orders 
calling for split deliveries according to brands, marks, 
sizes, or other identification of packages. 

Section 4, Rule 23: This section imposes a penalty 
against the person paying the freight charge on a carload 
shipment which, at the request of the owner or his au¬ 
thorized agent, is delivered to more than one consignee. 
Such a penalty would consist of the assessment of less- 
than-carload ratings or rates on the entire shipment, 
except that the portion delivered to one consignee would 
be subject to Section 1 of Rule 15; that is, if the charge 
for the portion delivered to one consignee is less on the 
basis of a carload rate at a carload minimum weight than 
on the basis of a less-than-carload rate at actual weight 
(subject to Sections 2 and 3 of Rule 15), the carload basis 
would apply. 

It should not be understood that this rule prevents 
several persons from getting together and ordering a 
carload of goods consigned to one of them, provided but 
one consignee and one consignor are given and split de¬ 
liveries are not made. For example, several farmers 


192 


FREIGHT CLASSIFICATION 


can combine to order a carload of fertilizer, and when it 
arrives, the one in whose name the shipment was made 
will notify the others, and each will take his share. In 
this case there is no split delivery, but rather a delivery 
to the single consignee thru various persons who appear 
as his agents. 1 

This rule has had considerable to do with the establish¬ 
ment of freight-forwarding agencies which specialize in 
assembling and distributing carload shipments from or 
for more than one shipper or owner. By combining a 
number of small shipments, and consigning such ship¬ 
ments to one consignee, and then distributing them, 
these agencies can obtain the benefit of the lower carload 
rating and offer the shipper a substantial saving in freight 
charges. 


Rule 24 

FREIGHT IN EXCESS OF FULL CARLOADS 

Conditions of Shipment—Loading of Cars—Charges for 
Excess—Handling Excess Thru Freight Stations—Waybill 
Reference—Nonapplication to Specific Items—Excess Must 
Be Marked. 

As it affects the charge on many kinds of articles or 
commodities made in carload lots, Rule 24 is one of the 
most important rules carried in the classification. It 
frequently happens that a single car cannot accommodate 
all the articles or all the commodities constituting a par¬ 
ticular shipment, which may not be sufficient to fully 
utilize two cars. That portion of the shipment which 
cannot be loaded in or on one car, on account of lack of 
space or because the car is loaded to weight-carrying 
capacity, is variously known as the “excess,” “part lot,” 
or “overflow”—these terms being used interchangeably. 
Were it not for Rule 24, all such excess would be charged 
for at less-than-carload rates, and in many instances 

*45 I. C. C.. 494. 


FREIGHT CLASSIFICATION RULES 


193 


this would mean a very materially increased transpor¬ 
tation charge on a shipment. 

Section 1, Rule 21+: This section bears relationship to 
all other sections of the rule, as it makes the other parts 
of the rule applicable only when the excess or overflow 
is part of a shipment the authorized minimum weight of 
which is 30,000 pounds or more. 

Section 2, Rule 21+: Under this section it is required 
that the overflow be part of a single shipment; that is, 
the shipment must be made from one station by one 
shipper in one day, on one bill of lading or shipping ticket, 
to one consignee, at one destination, as provided for in 
Rule 14. If even one of these conditions is not met, the 
rule will not apply. 

Section 3, Rule 21+: The first proviso of this section 
is that one car must be loaded as heavily as loading con¬ 
ditions will permit, namely, it must be loaded to its full 
visible capacity or to its weight capacity. The car so 
loaded shall be charged for at the actual or authorized 
estimated weight of its contents, but in no instance shall 
the weight charged for be less than the established mini¬ 
mum carload weight, at the carload rate applicable. 

To illustrate: Assume that you wished to make a 
shipment of 30,000 pounds of an article for which a car¬ 
load minimum weight of 30,000 pounds is provided. 
Suppose the articles you wished to ship were of a some¬ 
what light weight and large dimensions, so that it would 
be impossible to load more than 28,000 pounds into the 
car which the carrier furnished. Now, notwithstanding 
the fact that you had loaded into this car every pound 
that could be put in it, the minimum weight of 30,000 
pounds would have to be protected; in other words, you 
would have to pay charges on 2,000 pounds of freight 
that was not in the car. 

Such instances are rare, as the minimum weights pre¬ 
scribed in the classification are based upon reasonable 
loading for a standard 36-foot car. Nevertheless, such 
instances do occur at times; and the only way to avoid 


194 


FREIGHT CLASSIFICATION 


paying charges on weight that is not in the car, is to ar¬ 
range with the carrier at the time of ordering the car, 
so that one sufficiently large to accommodate the load may 
be provided. 

Section 4 (a), Rule 24, taken in conjunction with para¬ 
graphs (b) and (c), provides the basis of the charge for 
the excess or overflow of the shipment. If this excess is 
loaded in one closed car, paragraph (b) provides that the 
charge shall be based on the actual or authorized estimated 
weight of the overflow at the carload rating applicable 
to the entire shipment. If the excess is loaded on an 
open car, the charge for the excess shall be for the actual 
or authorized estimated weight of the excess at the car¬ 
load rating applicable to the entire shipment, but this 
charge must not be less than would be assessed for 4,000 
pounds of freight at the first-class rate. 

As illustrative of the effect of Sections 3 and 4 of this 
rule, let us consider a 50,000 pound shipment of seamless 
wrought-iron pipe n.o.i.b.n., originating at Pittsburgh, 
Pa., and destined to St. Louis, Mo. Seamless wrought- 
iron pipe n.o.i.b.n. under Official Classification takes a 
carload rating of fifth class with a minimum weight of 
46,000 pounds. We will assume that the fifth-class rate 
from Pittsburgh to St. Louis is 40 cents per 100 pounds, 
and that the first-class rate is $1 per 100 pounds. 

Now, the pipe constituting this shipment is, say, 22 
feet in length, of rather large size, and comparatively 
light weight. Such pipe is difficult to load, especially 
in a box car, so that but 45,000 pounds could be loaded 
into the car furnished by the carrier. This is 1,000 pounds 
below the minimum weight of 46,000 pounds, so, reverting 
for a moment to Section 3 of the rule, the charge would 
be made as follows: 

For the fully loaded car, 46,000 pounds (minimum weight) at 
40 cents a hundred, $184; for the excess, if loaded into a closed car, 
5,000 pounds (actual weight of the excess portion of the shipment) 
at 40 cents per hundred, $20. Thus, $184 plus $20 equals $204 
which would be the total charge under Sections 3 and 4. 


FREIGHT CLASSIFICATION RULES 


195 


Going back to Section 4, we will assume that there 
were 47,000 pounds loaded in the first car. This leaves 
an excess of 3,000 pounds, which is loaded into a box car. 
Under these circumstances the charges would be for 
47,000 pounds at 40 cents, or $188, plus 3,000 pounds at 
40 cents, or $12, making a total of 50,000 pounds at 40 
cents, or $200. Observe in the illustration of Section 3 
that because the minimum weight was not loaded, the 
charge is $4 greater than where the minimum weight 
was loaded as shown in the last illustration. 

Should the excess of 3,000 pounds be loaded on a flat 
car, the charge would be: first car, 47,000 pounds at 40 
cents, equaling $188, plus 4,000 pounds (this being the 
minimum charge where the excess is loaded on open car) 
at 100 cents per 100 pounds (first-class rate), equaling $40, 
or a total charge of $228. Thus: 

First Car: 

47,000 lbs. @ $0.40 per hundred.$188 

Second Car: 

4,000 lbs. (minimum where excess is loaded on 
open car) @ $1 per hundred (first-class rate). 40 

- $228 

Section 5, Rule 24: Under this section the carriers 
are given the right to handle the excess part of a ship¬ 
ment thru their freight houses, or to load other freight 
in or on the car carrying the excess. 

Section , Rule 21+: This applies primarily to the car¬ 
riers and requires that on each waybill covering a part 
of the shipment there shall be shown reference to all other 
waybills covering the other portions of the shipment. 
Generally the carrier shows on the waybill covering' the 
car loaded to capacity, the weight and charges applying 
on the entire shipment and a notation reading somewhat 
as follows: “Part lot. Balance of shipment covered by 
waybill (number and date); Car (initials and number).” 
On the waybill covering the excess portion of the ship¬ 
ment, no charges are shown, but a notation is made 
giving reference to the waybill carrying the revenue 



196 


FREIGHT CLASSIFICATION 


charge. Such notation may read similar to the follow¬ 
ing: “Part lot. Weight and charges on Waybill (num¬ 
ber and date); Car (initials and number).” 

Section 7, Rule 24 : Particular attention is directed 
to the various limitations on the application of Rule 24 
as enumerated in this section. Of course, where specific 
items in the classification state that the rule will not apply, 
it is not applicable. But in addition to this limitation' 
it will not apply in connection with freight that requires 
or is loaded in special equipment (cars other than ordinary 
box, flat, or gondola) or in equipment that has been es¬ 
pecially prepared by either the shipper or carrier; nor on 
bulk freight, such as coal, grain, sand, etc., not in con¬ 
tainers; nor on live stock; nor on any kind of freight 
taking a minimum weight of less than 30,000 pounds. 
Moreover, it will not apply on freight the minimum car¬ 
load weight of which is made subject to Rule 34. 

Section 8, Rule 2J t : Under section 21 (e) of Rule 6, 
it is required that all freight in excess of full carloads 
must be marked in accordance with the requirements 
governing on less-than-carload shipments, except that 
if the excess or overflow weighs 20,000 pounds or more, 
such excess or overflow need not be marked. Section 8 
of Rule 24 is a reinforcement and cross reference to this 
provision in Rule 6. 


Rule 25 and Rule 26 

These two rules will be treated together. Strictly 
speaking they are not rules but rate formulas. It was 
formerly necessary to compute the rates under these 
rules in accordance with the prescribed formulas. The 
rate tariffs of the carriers have since been amended, how¬ 
ever, to show the rates in specific amounts, and they are 
therefore no longer of particular interest. 


FREIGHT CLASSIFICATION RULES 


197 


Rule 27 

LOADING AND UNLOADING CARLOAD 
FREIGH 7 

The Reasons Why Carriers Make Lower Ratings on Carload 
Shipments—Shippers Must Load and Unload Carload 
Freight—Safe Loading and Protection of Freight—De¬ 
tachable Parts Must Be Removed When Shipments Are 
Loaded in Open Cars. 

Section 1, Rule 27: One of the reasons for allowing a 
carload shipment to move on a lower rating or rate than 
a less-than-carload shipment, is that the carrier is not 
called upon to load and unload it. Handling freight at 
points of origin and destination is a very considerable 
item of expense to the carriers, and, therefore, as the 
absence of this service has been taken into account in 
fixing carload rates, it is logical that the owners of the 
goods should be required to do this work themselves. It 
is well to compare carefully Section 2 of Rule 15 with Sec¬ 
tion 1 of Rule 27 in order that the requirements of each 
may be kept distinct. 

The former rule applies to shipments which have been 
tendered to the carriers as less-than-carload shipments, 
but on which it develops that the application of the car¬ 
load basis (carload rate and minimum weight) results in 
a lower total charge than the less-than-carload rate and 
actual weight. In such a case, the carrier must be com¬ 
pensated for performing a service which is in addition to 
the regular carload service. Rule 27 applies to freight 
which is tendered to or delivered by the rail carriers as a 
carload shipment. 

Section 2, Rule 27: At many country railroad stations 
there are but one or two employes, and no facilities for 
handling heavy or bulky packages of freight. To avoid 
the necessity of employing or sending additional men to 
handle such shipments at such stations, the rail carriers 
have incorporated this section of Rule 27 to impose upon 
the owner of the property the duty of loading and un¬ 
loading heavy or bulky shipments. Such a rule is only 


198 


FREIGHT CLASSIFICATION 


fair, for were the carriers compelled to procure additional 
help -for handling, the expense incident to loading and un¬ 
loading a shipment it would in many instances more 
than offset the revenue accruing against the shipment. 

Section 3, Rule 27: For the protection of its equip¬ 
ment as well as the freight, the carriers have prescribed 
certain rules and regulations to which Section 3 gives the 
weight of authority. Illustrating this point: The weight¬ 
carrying capacity of freight cars is stenciled on the out¬ 
side thereof, and ordinarily it is unsafe to load a car 
heavier than 110 per cent of its marked capacity. If it 
is loaded heavier than 10 per cent in excess of the marked 
capacity, the car is liable to break down and cause a 
wreck. Owing to the swaying of a car when in motion, 
flat cars cannot safely be loaded above a certain height. 
When the lading of a box car is not properly secured, it 
will shift about, causing damage to the freight and in 
some cases to the car. If freight is loaded above a cer¬ 
tain height against the side doors of a box car the pres¬ 
sure and shifting is apt to bulge the door or even force it 
loose from the car, not only damaging the equipment 
but causing freight to fall out of the car. It was to take 
care of such matters that Section 3 was incorporated in 
Rule 27. 

Section 4, Rule 27: This applies only to articles loaded 
on open cars, and is intended as protection against pil¬ 
ferage and damage to both owner of the property and the 
carrier. Practically all machinery shipped on open cars 
has small parts that are easily detached or broken. Ma¬ 
chinery of this description is usually more or less heavy, 
and if the small and protruding parts are not removed 
and packed, they are liable to be damaged in loading or 
unloading. Likewise, exposed articles loaded on open 
cars have no protection against pilferage, so that it be¬ 
comes necessary that the small removable parts be de¬ 
tached and securely boxed, or otherwise protected. It 
is also provided that easily broken parts not detached 
must be protected. 


FREIGHT CLASSIFICATION RULES 199 

Rule 28 

Refrigerator cars are equipped at each end with bunkers 
or tanks installed for the purpose of containing ice or 
other preservatives that may be used to protect a ship¬ 
ment. Altho these bunkers are not constructed for 
carrying freight, they have at times been used for that 
purpose. Rule 28 prohibits such a practice. 


Rule 29 

SHIPMENTS REQUIRING TWO OR MORE 
CARS 

Carload Shipments Requiring Two or More Open Cars for 
Transportation—L. C. L. Shipments Requiring More Than 
One Car—Articles Too Long or Bulky to Be Loaded Thru 
Side Door Without Use of End Door or Window. 

At the outset, it will be noted that this rule does not 
apply where provisions to the contrary are provided. 

It frequently happens that a part or the whole of a 
shipment will consist of an article or articles that are too 
long to be loaded on a single car: for example, boat 
spars, wooden poles, iron girders, or other structural iron 
forms. Sometimes, on account of their length and for 
safety in loading, such shipments may require three, 
four, or even more cars. Frequently the lading does not 
rest upon more than one car, but its length may be such 
that it will project past the end of the car upon which 
it is loaded. In such a case, an additional car must be 
used to protect the lading and to permit of placing the 
loaded car in the train. The car used to protect the 
lading is commonly called an “idler,” and in computing 
charges it is treated as tho it bore part of the load. 

Section 1, Rule 29: It should be noted that this sec¬ 
tion is applicable only in connection with carload ship¬ 
ments requiring two or more open cars, and that it does 
not apply on shipments made subject to Rule 34. Under 


200 


FREIGHT CLASSIFICATION 


this section the minimum weights to be protected are as 
follows: for one of the cars, the minimum carload weight 
for the article or articles constituting the shipment; and 
for each additional car up to and including the third 
additional car, 24,000 pounds for each car. Every four 
cars used will be considered a series, and if more than one 
series is used, one car of each series will act to protect the 
article’s minimum carload weight; and each additional 
car of each series will be charged on the basis of 24,000 
pounds, provided, of course, that the actual weight of 
the shipment is less. If it is greater, the actual weight 
or authorized estimated weight will be protected. 

It might so happen that the last car in one series was 
used to protect freight loaded on the second series. In 
such a case, the car so used would be counted as a unit of 
but one series, provided the freight loaded on both series 
was for one consignee and destination. 

To further explain this section, assume that a shipment 
of iron lattice girders, 90 feet in length, weighing 40,000 
pounds, loaded on three 36-foot cars, moves in Western 
Classification territory under classification rating. West¬ 
ern Classification names a fifth-class rating, with a mini¬ 
mum carload weight of 30,000 pounds. The charges for 
such a shipment would be based on 30,000 pounds for one 
car, plus 24,000 pounds for each of the other two cars, or a 
total weight of 78,000 pounds. Incidentally, it might be 
noted that had the shipment been loaded on two 50-foot 
cars, the weight charged for would have been but 54,000 
pounds. Had the girders been of sufficient length to 
require six cars, the weight applicable would have been 
30,000, plus 24,000, plus 24,000, plus 24,000, on the first 
series, and plus 30,000, plus 24,000 on the second series, 
or a total of 156,000 pounds. Thus: 


First Series: 

30,000+ 24,000+ 24,000+ 24,000. 102,000 

Second Series: 

30,000+ 24,000 . 54,000 


Total.156,000 






FREIGHT CLASSIFICATION RULES 


201 


Section 2, Rule 29: This section covers only less-than- 
carload and any-quantity shipments that require two or 
more cars. It provides that actual weight shall be 
charged for, subject to a minimum charge of 7,500 pounds 
at the first class rate for each car used. Assume that a 
totem pole 130 feet long and weighing 5,000 pounds is 
shipped in Western Territory. It is loaded on three 
50-foot cars. As totem poles are not given a carload 
rating, the charge on the shipment may not be less than 
the charge for 22,500 pounds (7,500 pounds for each of 
three cars) at first class. This is greatly in excess of the 
charge on the actual weight at third class, but is exacted 
to compensate the carrier in keeping with the character 
of the service rendered. 

Section 3, Rule 29: This section is the result of con¬ 
siderable protest and litigation between shippers and car¬ 
riers, with respect to the proper charge to assess on ship¬ 
ments of unusual dimensions which cannot be loaded 
thru the side door of a standard box car. The present 
form of the rule is practically that prescribed by the 
Commission in its investigation into the minimum charges 
on such articles. 1 

Emphasis is placed upon side-door loading, because at 
all railroad terminals merchandise cars are so loaded and 
unloaded by the carriers. The cars are placed on parallel 
tracks at the freight houses and “spotted” with their 
doors opposite each other, and then connected by metal 
runways or platforms. It is not at all unusual to have 
as many as six or eight cars opposite each loading or un¬ 
loading doorway of the freight house. 

Since it frequently happens, however, that shipments 
are of such a size as to prevent the carrier's loading in the 
ordinary manner or in ordinary equipment, it is necessary 
for the carrier to make provision, as is here done, for the 
extra expense incurred in handling and the special services 
rendered. 

133 I. C. C. 378. 


202 


FREIGHT CLASSIFICATION 


For example, a carrier receives for shipment a concrete 
mold measuring 8 feet in height and 6 feet in width, and 
weighing 750 pounds. The classification provides a 
second-class rating on concrete molds. If this form 
could be loaded thru the center side doorway, 6 feet wide 
by 7 feet 6 inches high, into a closed car not more than 
36 feet in length by 8 feet 6 inches in width, and 8 feet 
in height, the second-class rating would accordingly be 
assessed on 750 pounds, the actual weight. As the size 
of the article, however, makes it impossible to load it 
thru such a doorway, it becomes necessary to load it into 
a car having end doors or a car with a larger side doorway, 
or onto an open car. Therefore, in conformity with the 
provisions of paragraph (a) of this section, the proper 
charge to assess would be that for 4,000 pounds at the 
first-class rate. Observe that Section 3 (a) does not ap¬ 
ply when a different basis is provided for in the separate 
description of the article, nor does it apply to an article 
or articles of dimensions referred to in Section 3 (b). 

Section 3 (b), Rule 29: The requirements of this sec¬ 
tion are the result of a further complaint to the Inter¬ 
state Commerce Commission subsequent to the decision 
referred to above, which established Section 3 (a). Ship¬ 
pers of silos and silo repairs, and shippers of iron and 
steel articles and of long wooden timbers, were the prin¬ 
cipal ones to complain of the operation of the rule formerly 
used. As a result of their representation, the Commis¬ 
sion prescribed that articles more than 22 feet in length, 
but not exceeding 12 inches in diameter or other dimen¬ 
sion, should be subject to a minimum charge of 1,000 
pounds at the first-class rate. This length of 22 feet is 
determined by the fact that that is the maximum length 
of a rigid article which can be loaded thru a side door of a 
box car 36 feet in length, without the use of the end door 
or end window. 1 When the measurements of the ship¬ 
ment conform to Section 3 (b), the minimum charge is 
based on 1,000 pounds at the first-class rate. 

»38 I. C. C.. 257 


FREIGHT CLASSIFICATION RULES 


203 


As an illustration of the application of Section 3 of this 
rule, consider a shipment of 5,000 pounds of wooden silo 
staves 30 feet long and 10 inches wide. In the classifica¬ 
tion they are accorded a fourth-class rating in Official 
Classification territory. If the fourth-class rate in this 
instance is 35 cents, and the first class rate 75 cents, the 
charge at the actual weight would be $17.50; but by the 
provisions of Section 3 (a), a minimum of 4,000 pounds 
at first class would be established, making the charge 
$30. 

Since these silo staves, however, are more than 22 feet 
long and less than 12 inches wide, the provisions of Section 
3 (b) govern, and the minimum to be applied is not 4,000 
pounds at first class, but 1,000 pounds at first class, or 
$7.50. Since the charge on the actual weight at the au¬ 
thorized rating is in excess of this minimum, the charge 
to be collected in this case is for 5,000 pounds at 35 cents 
per 100 pounds, or a total charge of $17.50. In addition 
to showing how to apply Section 3 (b), this brief illustra¬ 
tion shows how greatly the charges on such shipments 
would be increased if there were no provision for articles 
exceeding 22 feet in length and not more than 12 inches 
in diameter or other dimensions. 


Rule 30 

ALLOWS FOR TEMPORARY BLOCKING, 
RACKS, STANDARDS, AND THE LIKE 

Two Purposes of Rule: (1) To Compel Shipper to Install 
Temporary Fixtures, (2) To Provide a Basis for Charging 
for Such Fixtures—The Allowance Which Shall Be Made 
for Weight of Temporary Fixtures. 

This rule has two purposes: (1) to make it obligatory 
upon the shipper to furnish and install at his own expense 
any temporary flooring, lining, dunnage, or other tem¬ 
porary fixtures not a part of the car, that may be neces¬ 
sary for the securing or protection of a shipment; (2) to 


204 


FREIGHT CLASSIFICATION 


provide for the basis of charges for such temporary floor¬ 
ing, lining, dunnage, or other temporary fixtures that 
may be used. 

The securing or protection of a shipment for safe move¬ 
ment may take a variety of forms. It may be necessary 
to block within the car shipments that do not load out 
evenly and full to the tier, or that cannot be loaded so as 
to prevent shifting. Some commodities, especially per¬ 
ishable goods, require temporary flooring so that air can 
circulate under them. Flour and other goods shipped in 
packages that are comparatively easily torn, require that 
the sides and ends of the cars be lined to prevent the tear¬ 
ing of the bags by splinters, bolts, nails, etc. 

It is usually necessary to secure shipments loaded on 
flat cars by using dunnage to prevent the article from 
moving, or by standards or stakes to hold it on the car. 
Were no provision made as to whose duty it was to per¬ 
form such work, at whose expense the material was to 
be furnished and installed, and what the basis of the 
transportation charge for the dunnage, etc., was to be, 
there would be no authority for definitely placing the re¬ 
sponsibility. It is understood, of course, that when 
cars are fitted with permanent slatted floors, racks, stakes, 
supports, etc., this rule is not applicable. The first 
thing to observe about this rule is that it is not appli¬ 
cable where contrary provisions are made. 

Section 1 (a), Rule 80: This makes it obligatory upon 
the shipper to provide and install at his own expense 
lining, dunnage, blocking, or similar bracing required to 
protect the shipment. 

Section 1 (b) , Rule 80, makes it obligatory for the shipper 
to load freight so as to afford the necessary protection to 
both the freight itself and the carrier’s equipment. 

Section 1 (c), Rule 80: This paragraph is virtually a 
continuation of paragraph (a) and applies to shipments 
of bulk freight only. 

Section 1 (d), Rule 80: It having been provided that 
the shipper must install temporary fixtures in a car, the 


FREIGHT CLASSIFICATION RULES 


205 


purpose of paragraph (d) is to authorize a charge for 
transporting such dunnage, lining, etc. No allowance is 
made for the weight of these fixtures, and the rate to 
apply is the one applicable to the freight they accompany. 

To further illustrate the provisions of this section, 
consider the following: An egg dealer made a shipment 
of 24,000 pounds of eggs in cases, and as protection to 
the shipment, placed a false floor in the car. The total 
weight of the flooring was 700 pounds. In assessing 
charges the carrier would collect not only for the weight 
of the eggs, but also for the weight of the false floor, at 
the egg rate. In other words, shipment would be charged 
for on the basis of 24,700 pounds at the egg rate. 

Section 2 (a), Rule 30: This section, it will be noticed, 
applies only to carload shipments that are loaded on flat 
or gondola cars. In such cases an allowance of the actual 
weight of the material used will be made—but this allow¬ 
ance shall not exceed 500 pounds—with the further pro¬ 
viso that in no case shall less than the minimum carload 
weight be charged for, and that the shipper shall show on 
the bill of lading the actual weight of dunnage or other 
material used. If the weight of the dunnage or material 
exceeds 500 pounds, the excess weight shall be charged 
for at the rate applicable to the lading of the car. 

Assume that a shipment of iron structural forms 
n.o.i.b.n. is made. The actual weight of the forms is 
36,000 pounds, and the weight of standards, wire, and 
other materials used in securing the shipment is 800 
pounds. The carload minimum weight on structural 
forms is 36,000 pounds. On this shipment the charge 
would be for 36,300 pounds (36,000 pounds plus 800 
pounds less 500 pounds) at the rate applicable to the 
structural forms. Had the forms weighed but 34,000 
pounds, the charge would be for 36,000 pounds, as the 
excess dunnage is taken care of under the minimum 
weight. 

Section 2 (b), Rule 80: No allowance will be made 
for material used in securing the excess or overflow of a 


206 


FREIGHT CLASSIFICATION 


full carload or of carloads entitled, under Rule 24, to car¬ 
load rates. Had the previously mentioned shipment of 
structural forms actually weighed 56,000 pounds, of 
which but 50,000 pounds could be loaded on one car, and 
if 200 pounds of material were used to secure the excess 
6,000 pounds on the second car, no allowance would be 
made therefor. It would be charged for at the carload 
rate applicable to the structural iron forms. 


Rule 31 

FREIGHT REQUIRING REFRIGERATOR OR 
HEATER CAR SERVICE 

Refrigeration of Freight in Carloads—Freight in Heated 
Cars in Carloads—L.C.L. or Any-Quantity Ratings Do Not 
Apply on Freight Requiring Protection against Heat or Cold. 

In connection with this rule it is advisable to call at¬ 
tention to the many special types of equipment designed 
and built for the quick, safe, and economical transpor¬ 
tation of various commodities. These include, among 
others, refrigerator and insulated cars for the transpor¬ 
tation of perishable goods; tank cars for liquids, such as 
oils, molasses, acids, etc.; palace stock cars for the trans¬ 
portation of animals of more than ordinary value; and 
cars of extraordinary dimensions, such as barrel cars. 

Refrigerator cars are constructed with exceptionally 
thick walls, insulated with felt, paper, or other material 
designed to keep the air in the car at a desired tempera¬ 
ture. These cars are fitted with bins, or bunkers as they 
are called, at each end of the car to hold ice. When meat, 
dressed poultry, fresh vegetables, and other perishable 
commodities are shipped, or en route, sufficient ice is 
placed in the bunkers to keep the air in the car at the 
proper temperature. 

Heater cars of some types are built practically the same 
as refrigerator cars, except that they are designed so that 
heaters may be easily installed in them. As a matter 


FREIGHT CLASSIFICATION RULES 


207 


of fact, refrigerator cars are frequently used in moderately 
cold weather to protect shipments against cold, as their 
thick, insulated walls provide ample protection. / 

Section 1 , Rule 81: Unless otherwise provided, the 
carload ratings given in the classification do not include 
the cost of refrigeration, of ice, salt, other preservatives, 
and labor. If refrigeration is furnished by the carrier or 
carriers, an additional charge, as named in their tariffs, 
will be made. 

Section 2, Rule 81: The carload ratings provided do 
not obligate the carrier to furnish heat or heated cars 
except as provided in the carrier’s tariffs—that is, the 
carrier does not undertake such services unless it has 
been specifically stated in its tariffs, and then only to the 
extent stated. 

Section 3, Rule 31: This section applies to less-than- 
carload shipments or shipments taking any-quantity rat¬ 
ings, and relieves the carrier of the obligation of furnish¬ 
ing refrigerator or lined cars, heated or heater cars, 
except as specifically provided for in the carrier’s tariff. 


Rule 32 

USE OF PRESERVATIVES FOR PERISHABLE 
GOODS 

Ice or Other Preservative—Charges On and Disposition 
of—Ice or Other Preservative in Bunkers—Ice or Other 
Preservative in Body of Car—Ice in Same Package with 
Freight. 

This rule applies in connection with ice or other pre¬ 
servatives used to protect perishable goods against heat. 

Section 1, Rule 82: As explained in connection with 
the preceding rule, the cost of the ice, salt, or other pre¬ 
servatives placed in the car bunkers is in addition to the 
freight charge. The carriers maintain icing stations at 
which cars may be iced or re-iced, and if this service is 


208 


FREIGHT CLASSIFICATION 


performed by the carrier, the expense is charged to the 
owner of the goods. No charge is made for the trans¬ 
portation of the ice or preservative if the carrier is 
allowed to keep that which may remain in the bunkers. 
If it is taken by the consignee, however, charges will be 
assessed on the actual weight of the preservative in 
the car at destination, at the carload rate of the freight 
which it accompanies. 

Section 2, Rule 82: In some cases, as with fish, it is 
necessary to load the ice or preservative in the body of 
the car with the shipment instead of in the bunkers of 
the car. The rule applied to the transportation charge 
is the same as that in connection with Section 1, namely, 
that no charge will be assessed for the transportation of 
the preservative if it is left in the possession of the carrier. 

Section 3, Rule 32: Frequently when certain commod¬ 
ities are shipped in containers—fish packed in barrels 
or boxes, for instance—it is necessary to pack them in 
ice within the container. When the ice is thus placed 
in the package with the commodity, no allowance is made 
for the ice, but the rate applicable to the commodity is 
charged on the total weight of the commodity, the pre¬ 
servative, and the container. 


Rule 33 

STOVES USED IN PROTECTING FREIGHT 

Stoves Used for Protection of Freight in Carloads—Pro¬ 
tection of Equipment—Attendants in Charge. 

This rule applies in connection with stoves and fuel 
used to protect perishable goods against cold. 

It provides that the stoves, fittings, and fuel must be 
furnished and installed by the owner of the shipment; that 
unless otherwise permitted by the regulation of the car¬ 
rier or carriers, the fuel must consist of coal, coke, or 
charcoal. It provides further how the stove or heater 


FREIGHT CLASSIFICATION RULES 


209 


shall be installed. It makes compulsory upon the shipper 
the sending of a man to care for the fire. When this 
caretaker is in charge of a shipment of fresh fruit, or fresh 
or green vegetables, consisting of one or more cars, he 
will be carried free to the destination of the shipment, 
but will not be given free return transportation. The 
caretaker or caretakers in charge of shipments consisting 
of other than fresh fruit, or fresh or green vegetables, 
must pay full fare. 

The last paragraph of this rule provides that no trans¬ 
portation charge shall be made for transporting the 
stove, fittings, or fuel required for the protection of the 
shipment. 


Rule 34 

GRADUATED MINIMUM CARLOAD WEIGHT 
RULE 

Minimum Carload Weights—Car 36 Feet 6 Inches Long or 
Less Ordered and Longer Car Furnished in Lieu Thereof— 

Car Longer Than 36 Feet 6 Inches Ordered and Longer 
Car Than Ordered, or Two Cars, Furnished in Lieu Thereof— 
Cars Longer Than 36 Feet 6 Inches Used By Shipper With¬ 
out Placing Order Therefor—Carload Excess Rule Not 
Applicable—Length of Cars, Basis For Computing—Com¬ 
putation of Time in Complying with Orders for Equip¬ 
ment—Carrier Complies with Shipper’s Order if Car, the 
Minimum for Which Is the Same as Car Ordered, Is Fur¬ 
nished. 

As already pointed out, in the discussion of carload 
minimum weights, all shipments that take a carload 
rating are subject to a carload minimum weight, and as 
the same amount of weight of different commodities 
cannot be loaded into a car of given dimensions, the car¬ 
load minimum weight of different articles varies. 

It will readily be understood that ordinarily 36,000 
pounds of linoleum could easily be loaded into a standard 
box car, while it would be impossible to load 36,000 
pounds of empty tin milk cans, bamboo furniture, or 


210 


FREIGHT CLASSIFICATION 


other light and bulky articles into a car of the same 
dimensions. Therefore, while 36,000 pounds would be a 
reasonable minimum weight for a carload shipment of 
linoleum, it would be unjust as the minimum weight on a 
carload shipment of empty milk cans or other light and 
bulky articles. In order that the carrier may receive a 
just return for the use of equipment, and at the same time 
provide a just basis of weight applicable to light and bulky 
articles, a graduated scale of minimum weights dependent 
upon the length of car required to contain the shipment, 
has been provided in Rule 34. 

An analysis of the minimum weights as provided in 
the freight classification will show that to a large extent 
30,000 pounds is the dividing line between those articles 
that take a specific carload minimum and those that take 
a graduated minimum. Articles taking a carload mini¬ 
mum of 30,000 pounds or higher, as a rule take the 
straight minimum authorized; while articles taking a 
minimum weight of less than 30,000 pounds are, as a 
rule, made subject to Rule 34, which means that they 
take the graduated scale of weights according to the size 
of car required. 

The minimum weights named in individual items in 
the classification apply on all sizes of cars except when 
the item states that the minimum weight is “subject to 
Rule 34.” 

Section 1, Rule 31^: If articles which are made subject 
to Rule 34 are loaded in or on cars 36 feet 6 inches or less 
in length, the minimum carload weight as specified in the 
separate description of the article or articles will apply. 
If the shipment is loaded, except as provided in Sections 
2 and 3, in or on a car exceeding 36 feet 6 inches in length, 
it will take the graduated scale of minimum weights as 
provided in Section 6. If a shipment of milk-shipping 
cans was loaded in a car 33 feet in length or in a car 36 
feet 6 inches in length, the minimum weight to apply 
would be 16,000 pounds as authorized by the classifica¬ 
tion. But if the shipment was loaded into a car 40 feet 


FREIGHT CLASSIFICATION RULES 


211 


in length, the correct minimum weight—unless shipment 
was made under conditions referred to in Sections 2 and 
3 would be 17,920 pounds; while if the shipper ordered 
and loaded a 50-foot car, the minimum weight to apply 
would be 25,920 pounds. (See Section 6 of Rule 34.) 
Of course, if the actual or authorized estimated weight 
of the shipment were greater than the minimum weight 
prescribed, such actual or estimated weights would apply. 

When a shipper desires a car for loading, this car should 
be ordered in writing from the carrier. If the article or 
commodity he intends to load is shown in the classifica¬ 
tion as being “subject to Rule 34,” the size of car desired 
should likewise be specified. It quite frequently happens, 
tho, that the carrier cannot furnish the size of car ordered, 
and Sections 2, 3, and 4 are designed to take care of 
just such situations. 

Section 2, Rule 34: Section 2, you will observe, applies 
only when the shipper orders a car 36 feet 6 inches or less 
in length for articles “subject to Rule 34,” and the carrier 
is unable to supply a car of the length ordered. 

Section 2 (a), Rule 34 , provides that if the carrier is 
unable to furnish a car of the size ordered, but furnishes 
one not exceeding 40 feet 6 inches in length, the minimum 
weight applicable for the car furnished shall be that fixed 
for the car ordered, except that when the loading capacity 
of the car furnished is fully used, the minimum weight 
applicable shall be that fixed for the size of car furnished. 
The exception is for the purpose of preventing the shipper 
from ordering a smaller car than is required to hold the 
shipment and then demanding that the lower minimum 
weight be protected. 

Section 2 (b) , Rule 34, covers instances where the carrier 
is unable, within six days after the receipt of the order, to 
furnish a car, either of the size ordered or one not exceed¬ 
ing 40 feet 6 inches in length, but furnishes a car of greater 
length than 40 feet 6 inches. In such instances the mini¬ 
mum weight applicable will be that fixed for the size of 
car ordered, unless the loading capacity of the car fur- 


212 


FREIGHT CLASSIFICATION 


nished is used. In this case the minimum weight shall 
be that fixed for the size of car used. 

Virtually the only difference between paragraphs (a) 
and (b) is that if the carrier is unable to furnish a car not 
exceeding 40 feet 6 inches in length under subdivision 
(b), he has six days in which to secure such a car before 
furnishing one of a greater length. 

The last part of Section 2 gives the exact wording of 
the notation it is made compulsory upon the railroad 
agent to make on the bill of lading and waybill in every 
case where a longer car than that ordered is supplied. 

Note 1, as referred to, provides specifically how the 
time elapsing from the receipt of the order for the car 
shall be computed. 

Section 3, Rule 34: While Section 2 is applicable when 
a shipper orders a car 36 feet 6 inches, or less, in length, 
Section 3 is applicable only when a shipper orders a car 
over 36 feet 6 inches in length. 

Section 3 (a), Rule 34: Under this paragraph, the car¬ 
rier has six days in which to furnish a car either of the 
length ordered or of a greater length. If there is furnished 
a longer car than ordered, the minimum weight authorized 
for the length of car ordered will apply, unless the car 
used is loaded to visible capacity, in which case the 
weight applicable to a car of the length used will apply. 

Section 3 (b), Rule 34, refers to instances where carrier 
furnishes two cars in lieu of the one ordered by the shipper. 
This paragraph provides that when a shipper orders a 
car over 36 feet 6 inches in length, and the carrier finds 
that it will be unable to furnish it within six days or to 
furnish one of greater length, it may furnish two shorter 
cars in place of the one ordered. 

When two cars are thus furnished, the charges will be 
assessed on the minimum weight for one of them (the 
minimum weight of the longer car, if the cars are not of 
the same length) plus the actual or authorized estimated 
weight of the portion of the shipment loaded in or on 
the second car, providing, however, that the weight thus 


FREIGHT CLASSIFICATION RULES 213 

determined is not less than the minimum weight for the 
car ordered. 

For instance, a manufacturer made a shipment of 
bamboo furniture n.o.i.b.n. weighing 14,000 pounds, and, 
as the shipment required a 45-foot car, he ordered one of 
that length. Bamboo furniture n.o.i.b.n. takes a mini¬ 
mum weight of 10,000 pounds, subject to Rule 34. The 
carrier was unable to furnish within six days a 45-foot 
car, or one of greater length, and furnished two, each 
36 feet in length. The shipper filled one car with 10,000 
pounds, and the balance of the consignment (4,000 
pounds) was loaded into the other car. The correct 
weight applicable to the two portions of the shipments 
would be: 10,000 pounds for the first car and 4,200 
pounds for the second, making a total weight of 14,200 
pounds, which is the minimum weight for a 45-foot car. 

Now assume that the carrier placed one 40-foot car 
and one 36-foot car, and that the shipper loaded 12,000 
pounds in the 40-foot car and 2,000 pounds in the 36- 
foot car. In that case, the weights upon which charges 
should be assessed would be 12,000 pounds for the first 
car and 2,200 pounds for the second car, a total weight 
of 14,200 pounds. 

But now suppose that the shipper was able to load but 

10.500 pounds in the 40-foot car, and placed the balance, 

3.500 pounds, in the other car. In this case charges 
would be based on 11,200 pounds minimum for the 40- 
foot car, and 3,500 pounds for the 36-foot car. This, in 
effect, makes the shipper pay on 14,700 pounds, altho 
the shipment actually weighed but 14,000 pounds, and 
the minimum weight for the size of car ordered is 14,200 
pounds. 

An exception to the part of Section 3 just illustrated is 
made in favor of freight loaded on flat or gondola cars, 
when the length of the article or articles is such that it 
could have been loaded on a car of the length ordered. 
Under such conditions the minimum weight will be that 
for a car of the size ordered, even tho the lading rests on 


214 


FREIGHT CLASSIFICATION 


both cars, or rests on one car and extends over the other. 

In any and all cars where the shipper orders a car of a 
given length for the loading of freight, the minimum 
weight of which is subject to the graduated minimum- 
weight scale, and the carrier furnishes a longer car, or 
two cars, the railroad agent must make a notation on 
the waybill and bill of lading, as prescribed in the rule. 
It is well for shippers to see that such a notation is 
properly made on the bill of lading before the bill is 
signed by the carrier’s representative, as it will frequently 
prevent the consignee’s paying an overcharge or being 
put to considerable inconvenience. 

Section 4, Rule 34: This places upon the shipper the 
duty of specifying in his order for a car the length of car 
desired when the articles to be loaded are subject to 
Rule 34. If the shipper fails to do so, the minimum 
weight applicable is that applying to the car used. 

Section 5, Rule 3J+: Section 7 of Rule 24 specifically 
states that that rule will not apply on freight the mini¬ 
mum carload weight for which is subject to Rule 34, 
except when it is otherwise provided in specific items of 
the classification. The intent and purpose of Section 5 
of Rule 34 is the same as that of Section 7 of Rule 24, 
but it would seem that the additional exception “or in 
the tariffs of individual carriers” is made. 

Section 6, Rule 34: When the minimum weight shown 
in an item of the classification is made subject to Rule 
34, the weight there shown applies only for cars not 
over 36 feet 6 inches in length. For cars of greater 
length, the minimum weight is increased, as shown in 
the table constituting Section 6 of the rule. 

There are two factors which combine to determine 
these graduated minimum weights: first, the basic mini¬ 
mum weight named in the description of the article, 
and second, the length of the car. There should be no 
difficulty whatever in understanding Section 6, but in 
using the table be sure that the correct “length of car” 
and the correct basic minimum weight are used. 


FREIGHT CLASSIFICATION RULES 


215 


An analysis of this table will show that the divisions 
in terms of car length increase one foot each time up to 
and including 42 feet 6 inches, and then four feet each 
time up to and including 50 feet 6 inches, and all cars 
over that length are put in one general group. 

An analysis of the graduated minimum weights shows 
that they are increased 3 per cent for each additional 
foot in car length up to and including 40 feet 6 inches, 
and 5 per cent a foot over 40 feet 6 inches, but not over 
50 feet 6 inches. The minimum weight for any car 
more than 50 feet 6 inches in length is just double the 
basic minimum weight. 

An application of the graduated scale of weights is as 
follows: The basic carload minimum weight for milk¬ 
shipping cans is 16,000 pounds, subject to Rule 34. 
Refer to the “length-of-car” column in the first part of 
the table in Section 6 of this rule, and you will find the 
following: “cars over 39 feet 6 inches, and not over 40 
feet 6 inches long.” Now look directly to the right, in 
the box column headed “16,000 pounds.” There you 
will find the figure 17,920 pounds, which is the minimum 
weight applicable for a 40-foot car. For a shipment the 
basic minimum weight of which is 22,000 pounds and 
which is loaded in a 50-foot-6-inch car (such car being 
ordered by the shipper), the minimum weight applicable 
would be 35,640 pounds. 

Section 7, Rule 34: The length of flat cars is based 
on the length of their platforms, and the length of all 
other cars (except refrigerator cars) on the inside measure¬ 
ments. The length of a refrigerator car is measured 
from the inward side of the ice box. Fractions of an 
inch are disregarded in computing the length of cars. 
The platform measurement of flat cars and the inside 
measurement of other cars must be shown on waybills 
and transfer slips to connecting lines. 

The Official Railway Equipment Register, published 
at 76 Church Street, New York City, contains a list of 
all steam railroad equipment owned by railroads or by 


216 


FREIGHT CLASSIFICATION 


private parties, and shows in addition the kind of cars, 
the car number, size, and weight capacity of each. This 
publication is authoritative, as it is filed with the Inter¬ 
state Commerce Commission. 

Notes 1 and 2, Rule 81+: In Note 1 it is provided that 
in computing the period allowed for filling a car order, 
such time shall be figured from the first day on which 
the order was received by the carrier. Sundays and 
legal holidays are counted as time, except when the last 
day of the six-day period falls on a Sunday or a legal 
holiday. In such a case the day following will be con¬ 
sidered the last of the six days. The second note pro¬ 
vides that if a shipper orders a car of a given size, the 
order will be considered as having been filled if the 
carrier furnishes a car which takes the same minimum 
weight as the car ordered. Thus, if a 45-foot car is 
ordered, and a 43-foot car or a 46-foot car is furnished, 
the order is properly filled. 


Rule 35 

SHIPMENTS MOVING IN TANK CARS 

No Obligation to Furnish Nor to Clean Tank Cars—Car¬ 
load Minimum Weight—Cars Must Not Be Overloaded— 
Actual Weight Required if in Excess of Carload Minimum 
Weight—Use of Estimated Weights per Gallon and Weights 
per Gallon for Computation—Actual Weight per Gallon 
Required—Outage Allowance on Inflammable Liquids— 
Where Gallonage Capacities Are Found—Mileage Allowance 
—Basis for Mileage Allowance—Mileage Not Paid—Tank 
Cars Moved Without Charge—Equalization of Mileage on 
Tank Cars. 

Section 1, Rule 85: The fact that ratings to apply on 
commodities shipped in tank cars are published in the 
classification does not, according to Section 1 of Rule 35, 
impose on the carriers any obligation to furnish equip¬ 
ment of this character. 

In the Pennsylvania Paraffin Works case 1 the Inter- 


134 I. C. C. 179. 


FREIGHT CLASSIFICATION RULES 


217 


state Commerce Commission found that some 250,000,000 
barrels of crude oil were produced annually in the United 
States, and that 91 per cent of the refined oil produced 
in this country moved in tank cars. It further appeared 
in this case that the cost of transportation in barrels was 
from Q/l to 3% cents per gallon in excess of the cost in 
tank cars, and was, therefore, practically prohibitive. 
The complainant endeavored to get an order from the 
Interstate Commerce Commission requiring the carrier 
to furnish such tank-car equipment; and the Commission 
upon hearing the evidence, decided that the carrier was 
obligated to furnish the necessary facilities for trans¬ 
portation, and that tank cars were included among such 
facilities. Upon appeal to the United States Supreme 
Court, however, this ruling of the Commission was re¬ 
versed on the grounds that the Act to Regulate Com¬ 
merce did not confer upon the Interstate Commerce 
Commission the necessary authority, and that, therefore, 
it could not compel the carrier to furnish special cars. 

With the exception of those belonging to a few railway 
lines, practically all tank cars are owned by private 
organizations or by private car lines, and shippers who 
desire to use such equipment must make arrangements 
with these companies for the necessary cars. 

If, however, the carrier’s cars are used, the rule pro¬ 
vides that any necessary interior cleaning of such cars 
must be performed by and at the expense of the shipper. 

Section 2, Rule 35: The minimum weight to apply 
on a shipment in a tank car is based on the number of 
gallons which the tank, exclusive of the dome, can hold, 
and the weight per gallon of the commodity being shipped. 
If the specific gravity or density (weight per gallon) of 
the liquid is such that the minimum weight determined 
in this manner is in excess of the weight-carrying capacity 
of the car, the minimum weight to apply is the weight¬ 
carrying capacity of the car. If the quantity loaded into 
a tank car is such that it more than fills the “shell,” 
and so extends up into the “dome” of the car, the com- 


218 


FREIGHT CLASSIFICATION 


puted weight of the quantity in the dome must be added 
by the shipper to the minimum weight computed on 
shell-gallonage capacity, in determining the total weight 
of the shipment. 

Section 3, Rule 35: In connection with tank car 
ratings for various liquids, it is customary to provide 
the weight per gallon which will be used in computing 
the weight of the shipment. Not only are some liquids 
heavier than others, but there is considerable variation 
in the weight of different specimens of the same liquid. 
Crude oil from the Pennsylvania oil fields is not so heavy 
per gallon as crude oil from the Texas fields. For this 
reason the carriers do not necessarily all agree on the 
weight to apply on a particular liquid. 

For example, by reference to the classification, it will 
be found that the authorized estimated weight of various 
petroleum oils is 6.6 pounds per gallon, and that on some 
of these specifically mentioned oils this weight applies in 
all three classification territories, while on crude fuel, or 
gas oil, it applies only in Official and Southern Classifi¬ 
cation territories, the estimated weight applying under 
the Western Classification being 7.4 pounds per gallon. 

This brings about a peculiar situation inasmuch as the 
minimum weight for a car of crude oil moving in a car of 
5,000 gallons shell capacity would, under the Official and 
Southern Classifications, be 33,000 pounds, while under 
the Western Classification it would be 37,000 pounds. 
For gasoline the minimum weight would be 33,000 pounds 
regardless of the territory in which the shipment moved. 

When no authorized weight is provided the shipper 
must certify on the bill of lading the actual weight per 
gallon of the commodity shipped; or if the entire shell 
capacity of the car is utilized, the certificate of a sworn 
weighmaster may be furnished as a basis for assessing 
charges. 

Section 4, Rule 35: It is well known that heat expands 
liquids. When loading inflammable liquids it is there¬ 
fore required that a certain amount of space be left to 


freight classification RULES 219 

allow for such expansion as is likely to take place if the 
temperature of the liquid is raised. This vacant space 
is called “outage.” The higher the temperature of the 
liquid at the time of loading, the less “outage” is re¬ 
quired. The Interstate Commerce Commission regula¬ 
tions stipulate in part that the vacant space in tank 
cars must not be less than 2 per cent of the total capacity 
of the tank, that is, the shell and dome capacity com¬ 
bined. If the space in the dome does not equal 2 per 
cent of the total capacity, sufficient vacant space must 
be left in the shell to make up the deficit, and the mini¬ 
mum weight will be correspondingly reduced. 

When a shipment is made under these circumstances, 
the shipper is required to show on the bill of lading or 
shipping ticket the capacity of both the dome and the 
shell, as well as the gravity and temperature of the com¬ 
modity at the time of loading. 

Section 5, Rule 35: The gallonage capacity of tank 
cars can be found in a publication entitled “Tank Car 
Circular,” which is issued by E. B. Boyd at Chicago, 
Ill., and is on file with the Interstate Commerce Com¬ 
mission. 

Section 6, Rule 35: As has been stated before, the 
carriers do not hold themselves out to furnish tank-car 
equipment. While tank cars may be considered special 
equipment, nevertheless the law imposes upon common 
carriers the obligation to furnish instrumentalities of 
transportation; and in instances where they are furnished 
by the shipper or owner, the carrier must compensate 
such shipper or owner. Section 6 of Rule 35 specifies 
the basis of such compensation, the method of computing 
it, and the conditions under which it will be granted. 
It must be observed, tho, that if the carriers’ tariffs 
carry provisions contrary to, or in conflict with, those of 
Section 6, the tariff provisions will take precedence over 
those of this section. 

Section 6 (a), Rule 35: Here it is provided that when 
a tank car is furnished by a shipper or owner, mileage 


220 


FREIGHT CLASSIFICATION 


at the rate of cents per mile will be allowed for the 
use of such a car when properly equipped, whether the 
car moves empty or loaded, and that payment will be 
made to the owner or party who has acquired the car, 
as shown by its permanent reporting marks. 

As the greater portion of tank cars are leased by a 
shipper direct from the companies whose business is the 
leasing of such cars, and as the carrier has no way of 
knowing by whom the car is being operated, and to 
whom the mileage allowance should be paid, it requires 
that a permanent reporting mark must be either painted 
or stenciled on the body of the car. This permanent 
reporting mark shows to whom the mileage allowance 
should be paid, and payment is made accordingly. 
Observe that the note shown in connection with this rule 
requires that the permanent reporting mark be painted 
or stenciled directly on the body of the tank car and that 
carding, placarding, or boarding of the car will not be 
recognized as evidence that the person or firm shown 
thereon is entitled to receive the mileage allowance 
payment. 

Section 6 (a) further provides that the legal distance 
tables published by carriers will be used to determine the 
actual mileage of tank cars, whether loaded or empty, 
moving over the route of movement between the point 
of origin and the point of destination, but that no mileage 
will be paid for switch movements at terminals, nor for 
mileage of empty cars for which charges are assessed 
under freight-car tariffs. 

This latter movement usually occurs when cars are 
acquired by a new lessee or owner and are sent from the 
old lessee or owner to the new one, or when newly built 
cars are sent to their owner or lessee before being placed 
in service. In such cases, the basis of charge is that 
provided in the rate tariffs of the carrier, or in a classi¬ 
fication. 

Section 6 (b), Rule 35, pertains to the movement of 
empty private tank cars, and states that such empty 


FREIGHT CLASSIFICATION RULES 


221 


cars will be handled without charge at the time of move¬ 
ment only by carriers whose tariffs are governed by 
either the Official, Southern, or Western Classification, 
and then only when subject to the conditions set forth. 

In determining the rating or rate assigned to apply on 
commodities moving in tank cars, the fact that mileage 
allowance will normally have to be paid on the empty 
movement by the carrier is taken into consideration. 
Also, by a careful reading of the first paragraph of Sec¬ 
tion 6 (b), it will be seen that the carriers receive no 
compensation for moving an empty car; and in order to 
prevent advantage being taken of this fact and the con¬ 
siderations entering into the rating or rate assigned tank- 
car commodities, a so-called “equalizing rule” has been 
adopted. This rule is the same as reflected in the balance 
of Section 2 (b) of Rule 35 and may be interpreted as 
follows: On June 30 of each year, or at the close of 
any yearly period mutually agreed upon, the total mileage 
that all the cars of a given owner or lessee have moved 
loaded is checked against the total mileage such cars 
have moved empty, and if the two equalize, the carrier 
pays the owner (lessee) the mileage allowance of \Vi 
cents per mile for the total number of miles moved. 

If, however, at the end of the yearly period, the owner 
has given the carrier a greater loaded than empty mileage, 
such excess loaded mileage will be continued as a credit 
against the empty movement of that owner’s cars for 
the ensuing twelve months. 

On the other hand, if, at the end of the yearly period, 
the empty mileage exceeds the loaded mileage, the owner 
(lessee) is permitted to make up the deficit by giving the 
carriers on whose lines the excess empty mileage accrued, 
loaded movements sufficiently heavy to offset within six 
months the excess empty mileage. If the owner fails to 
equalize the mileages, he must refund the excess mileage 
allowance, and in addition pay the tariff or classification 
rates, as the case may be. 


222 


FREIGHT CLASSIFICATION 


In the application of this so-called equalization rule, 
it should be understood that many shipments in tank 
cars, particularly petroleum and its products, are often 
only partially unloaded at destination, and the portion 
remaining in the tank is returned to its point of origin 
at the less-than-carload rate. On such a movement the 
mileage equalization feature will not be allowed. 

Section 6 (c), Rule 35, states that paragraphs (a) and 
(b) of this section will not apply in connection with new 
cars moving from their point of manufacture, newly 
acquired cars moving to their loading point or to the 
home point of the lessee, nor new cars being returned 
from such points to the original point of manufacture. 

Section 7, Rule 35: It frequently happens that on 
account of climatic conditions, or otherwise, the receiver 
of a tank car of oil, acid, or other liquid commodity is 
unable to unload the car completely, and a part of the 
lading is left in the car and returned to the original 
shipping point. This weight must be declared by the 
party receiving the return shipment, and the rating to 
apply to the commodity is the one applicable to the same 
commodity when shipped in less-than-carload quantity in 
bulk in barrels. There is a proviso that the charge made 
on such a basis shall not exceed the charge that would 
accrue upon a carload of the same freight in a tank car, 
except in instances where no commercial consideration is 
given to the remaining substance by means of a credit 
allowance, as referred to in the preceding discussion. 
When the substance is removed from the car and dis¬ 
posed of as waste before another shipment is made in the 
car, the weight of the remaining portion of the com¬ 
modity or the residue remaining need not be declared, 
and no charge shall be made for the transportation thereof. 

Section 8, Rule 35: The more inflammable kinds of 
liquids, (those which are likely to explode when they come 
in contact with an open flame), will be accepted for trans¬ 
portation only when the consignee has facilities for un¬ 
loading on a private siding. 


FREIGHT CLASSIFICATION RULES 


223 


Rule 36 

DISPOSITION OF FRACTIONS IN COMPUTING 
FREIGHT CHARGES 

Detailed Statement of How Fractions of a Cent Are to Be 
Disposed of in Computing Freight Charges—Examples of 
the Application of the Rule. 

This rule, unless otherwise prescribed, provides a uni¬ 
form method for the disposition of fractions which 
develop incident to determining a multiple rate or in 
figuring an increase in a rate due to noncompliance with 
a classification requirement. 

Under this rule, the only fraction which can occur in 
a rate is 34 cent. The net result to both shippers and 
carriers is not materially different from that which would 
obtain if the actual fractions were retained. What is 
lost in one instance is gained in another; the figuring of 
rates and increases in rates is simplified, and the proba¬ 
bility of errors reduced. 

Note carefully the dividing line: The fraction is 
dropped when it is less than 34 cent. When the fraction 
equals 34 cent or an amount not including % cent, it is 
to be regarded as 34 cent. When it equals % cent or 
over, it is to be increased to a full cent. 

As indicative of the application of this rule, consider 
a first-class rate between two given points as $1.25. It 
is necessary to determine the multiple class of 134 times 
first class. Multiplying $1.25 by 134 gives a total of 
$1.5625. The rule provides that fractions of 34 of a 
cent be counted as 34 of a cent, so the rate to use would 
be $1,565. 

Likewise, if, for noncompliance with Section 1 (b) of 
Rule 41, it is necessary to increase a rate of $1.36, 20 
per cent, the actual extension of the fractions gives a 
rate of $1,632. As the rule says that fractions amount¬ 
ing to less than 34 of a cent will be dropped, the rate 
applicable would be $1.63. 


224 


FREIGHT CLASSIFICATION 


Rule 37 

DEMURRAGE, SWITCHING, STORAGE, 

AND SIMILAR CHARGES 

Special Service Rendered by Carriers to Shippers Including 
Switching, Storage, Demurrage, and the Like—Standard 
Methods Are Provided for Charging for Such Service. 

In many cases privileges, or what is perhaps a better 
term, special services, are granted in connection with the 
transportation of certain kinds of freight. Grain is for¬ 
warded to mills for grinding into flour or other products, 
or it may be forwarded to an elevator for grading, clean¬ 
ing, mixing, etc. Apples are forwarded from the terri¬ 
tory in which they were grown to storage points in or 
near the market of their consumption. A shipment of 
oil originating in Oklahoma may originally be consigned 
to Chicago, Ill., and while it is en route may be “recon¬ 
signed” to Cleveland, Ohio. 

Rules, regulations, and charges are prescribed for the 
switching of freight at its point of origin and destination. 
The bill of lading covering a shipment may prescribe a 
certain route over which the shipment is to move, and 
later developments may make it advisable that the ship¬ 
ment move over some other route, in which case the car 
would be diverted or sent via a different route. For 
some of these or similar special services, additional 
charges are made; for some, no additional charge is 
made; but whether or not such charge is made, the 
services are not permitted unless authorized and pro¬ 
vided for in the schedules or tariffs of the carriers. Such 
schedules or tariffs must be duly filed with the Interstate 
Commerce Commission in accordance with the regulations 
prescribed by the Commission. 

The rules, regulations, and charges governing the 
services referred to are in some cases published in rate 
tariffs. In some cases they are published in special 
tariffs, and in other cases, in exceptions to the classifica¬ 
tion, in circulars and schedules of the carriers. 


FREIGHT CLASSIFICATION RULES 


225 


The conditions and requirements governing these 
services and facilities are so diversified, and there is such 
a lack of uniformity, with regard both to the rules and 
privileges accorded different services and to those of the 
same services by different carriers, that it has so far 
proven impracticable to publish these rules in a single 
publication or even in relatively few publications. 

Rule 37 has been incorporated in the classification for 
the purpose of making shipments which move under rates 
carried in tariffs governed by the Official Classification, 
Southern Classification, or Western Classification, and 
which receive any so-called “special services or facilities” 
subject to the rules, regulations, and charges lawfully 
established by the carriers. 

In other words, if a shipper at San Francisco wanted 
to ascertain the switching charge applicable to placing a 
car at a given point in New York City, it would be 
necessary that the tariff covering such service in New 
York City be consulted. If a shipper of a car of grain 
destined to Chicago desired to reconsign the shipment to 
Buffalo, it would be necessary for him to consult the 
publication carrying the reconsignment privileges and 
charges of the particular carrier in whose possession the 
shipment was at the time of reconsignment. 


Rule 38 

COMMODITY RATES VS. CLASS RATES 

The Purpose of the Rule to Establish a Working Basis for 
Applying Only the Commodity Rate or Only the Class Rate 
to Any Shipment—An Explanation of the Practical Applica¬ 
tion of the Rule. 

The ratings in the freight classification, together with 
the class-rate tariffs, provide the general basis for deter¬ 
mining the transportation charges on shipments of 
articles or commodities for which no other basis is pro¬ 
vided. The other method of providing the basis for the 


226 


FREIGHT CLASSIFICATION 


transportation charge is the publication of a commodity 
rate, which is, as previously stated, a specific rate apply¬ 
ing on a specified article from and to specified points. 

As there are class rates covering practically all articles 
or commodities moving from any one railroad station to 
another in the United States, the naming of a com¬ 
modity rate on virtually any article or commodity from 
one station to another makes two rates on the same 
article, from and to the same points. It therefore be¬ 
comes necessary to have some authority for applying but 
one of the two rates named, and Rule 38 provides this 
authority. 

It states that in all cases, with one exception, the 
established commodity rate removes the application of 
the class rate. This means that the class rate would be 
disregarded and the commodity rate used. The one 
exception applies whenever the class rate is published in 
one section of a tariff, and a commodity rate covering 
the same articles from and to the same points is published 
in another section of the same tariff; and further, when 
both the class-rate section and the commodity-rate sec¬ 
tion of the tariff include a specific rule reading “If the 
rates of Section — of this tariff make a lower charge on 
any shipment than the rates in Section — of this tariff, 
the rates in Section — will apply.’’ Whichever of the 
two rates makes the lower charge will apply. 

It should not be understood from this that the estab¬ 
lishing of a less-than-carload commodity rate removes 
the application of the carload class rate, nor that a car¬ 
load commodity rate alters the less-than-carload class- 
rate basis. 


FREIGHT CLASSIFICATION RULES 


227 


Rule 39 

EXPLOSIVE AND OTHER DANGEROUS 
FREIGHT 

Rules and Regulations as to Packing, Marking, and Labeling 
under Which Carriers Will Accept Explosive or Other Danger¬ 
ous Articles—Federal Regulations Stringent. 

This rule makes the general rules of the Interstate 
Commerce Commission for the transportation and han¬ 
dling of explosives and dangerous articles applicable upon 
all shipments subject to this classification. The carriers’ 
risk in transporting certain classes of goods is so great 
that they must either refuse to handle these goods at 
all, or accept them only under the most stringent regu¬ 
lations, as the ordinary rules do not provide the necessary 
safeguards. 

The federal regulations name the various articles which 
are termed dangerous, whether explosive or otherwise, 
and give explicit instructions as to the methods of pack¬ 
ing, the kinds of labels to be affixed to the packages and 
to the cars in which the consignments are loaded, and 
the statements which must appear on the various ship¬ 
ping documents. 

As these rules are made by the federal government to 
safeguard life and property, failure on the part of shippers 
or carriers to comply with the requirements, carries 
severe penalties of fines and imprisonment. Copies of 
these regulations may be secured by addressing the 
Superintendent of Documents, Washington, D. C., and 
requesting a copy of “Interstate Commerce Commission 
Regulations for the Transportation of Explosives and 
Other Dangerous Articles by Freight.” 


228 


FREIGHT CLASSIFICATION 


Rule 40 

THE CONSTRUCTION OF FREIGHT 
CONTAINERS 

Specifications for Boxes, Crates, Pails, Firkins, Kits, and 
Tubs—Securing Tops for Pails and Tubs—Exceptions for 
Wooden Tubs—Compressed Pulp Pails—When Certificate of 
Manufacturer Must Be Attached. 

One of the purposes of Rule 40 is to prescribe specifica¬ 
tions as to the materials that must be used in, and the 
method of construction of, containers. Another pur¬ 
pose is to provide a gauge by which one may determine 
whether or not the shipment is subject to the penalty of 
a higher charge, as provided for in Section 3 of Rule 5. 
A third purpose is to provide a description of what con¬ 
stitutes, within the meaning of the classification, a box, 
crate, pail, or other specific kind of container. Its 
fourth purpose, and probably not its least important one, 
is to compel shippers to prepare articles adequately for 
shipment. 

Altho it has been incontrovertibly proved that there is 
an enormous economic waste occasioned by the improper 
preparing of goods for shipment by freight, the average 
shipper seems to be content to remain penny-wise and 
pound-foolish by attempting to save some money thru 
skimping on the cost of packing and containers for his 
goods, and to a large extent ignore the fact that such a 
policy occasions him heavier loss thru dissatisfied cus¬ 
tomers, as well as the expense of prosecuting loss and 
damage claims, which many times more than offset the 
supposed savings. 

The progressive traffic man knows that it is more to 
his advantage than to that of the carriers to prepare his 
shipments so that loss and damage to the goods will be 
reduced to the minimum. 

While, as has just been pointed out, Rule 40 is an 
important one and should be carefully studied in con¬ 
nection with actual freight shipments, it is not repro¬ 
duced in full in the model classification furnished you 


FREIGHT CLASSIFICATION RULES 


229 


nor analyzed in its entirety in this text, because it is an 
extremely long rule containing a mass of detail specifica¬ 
tions, and is to a large extent self-explanatory. Repre¬ 
sentative excerpts of this rule are reproduced, however, 
in the LaSalle Classification, and should be carefully 
read and studied. 

Rule 40 pertains to the materials entering into, and 
the method of construction of, containers other than those 
made of fibreboard, pulpboard, and double-faced cor¬ 
rugated strawboard, which are covered by Rule 41. 

Sections 1 and 2, Rule Jfl: These sections pertain to 
the construction of boxes and crates and are self- 
explanatory. 

Section 3, Rule Jfl: You will note that this section 
pertains to the construction of pails, firkins, kits, and 
tubs. Particular attention is directed to Section 3 (b) 
wherein it is required that all pails made of compressed 
pulp, and meeting the specifications contained in Rule 40 
of the authorized classification of the carriers, must be 
stamped with the “Certificate of Pail Maker,” and, 
further, in compliance with Section 3 (c),that when such 
pails are used in shipment, the shipping order or bill of 
lading must bear the notation: “The pails used for this 
shipment conform to the specifications set forth in the 
pail maker’s certificate thereon and to all other require¬ 
ments of Rule 40.” 

Sections 4, 5, and 6, Rule Jfl: Reference is made in 
these sections to barrels, casks, drums, hogsheads, kegs, 
tierces, and similar containers; while Sections 7, 8, 9, and 
10 refer to drums, jacketed metal cans, glass carboys, 
and bags. All these sections are plain and need no 
interpretation. 

Noncompliance with any one of the requirements of 
this rule subjects shipments made in these kinds of con¬ 
tainers to the penalty provided in Rule 5, unless devia¬ 
tion from the specifications shown is authorized in con¬ 
nection with an individual item of the classification. 


230 


FREIGHT CLASSIFICATION 


Rule 41 

SPECIAL REGULATIONS — FIBREBOARD, 
PULPBOARD, AND CORRUGATED 
STRAWBOARD CONTAINERS 

Defining in Detail the Exact Specifications of Freight 
Containers Made from These Materials—Reasons for the 
Specification—Practical Application of the Requirements 
of This Rule. 

Rule 41, like Rule 40, pertains to the materials and 
construction of containers, but is applicable only to 
fibreboard, pulpboard, or double-faced corrugated-straw- 
board containers. It is even longer and more minute 
in its specifications than is Rule 40, and therefore is 
neither reproduced in full in the model classification, nor 
analyzed in detail herein. 

Within recent years manufacturers in many lines of 
business have adopted containers made of fibreboard, 
pulpboard, or double-faced corrugated strawboard, since 
these containers are readily adaptable to small package 
goods and to many light and bulky articles. A con¬ 
siderable saving results not only in the cost of the con¬ 
tainer itself, but also in the total weight of the shipment; 
for it is evident that a box of wood, iron, or steel, or 
even a crate of wood, is considerably heavier than a fibre- 
board box. 

The quality of the material, and the construction, 
packing, and sealing of these packages are of the greatest 
importance to the shipper as well as to the carrier, 
because the safe delivery of a shipment is reasonably 
assured only when the container is properly made, 
packed, and sealed. It is evident that unless the carriers 
adequately protect themselves in this regard, their 
liability for loss and damage will be greatly increased. * 

The carriers have protected themselves in the use of 
fibreboard containers by the penalty clause given in 
Sections 1 and 12, in which it is provided that unless 
all the requirements in regard to construction, sealing, 
and certifying, the provisions of Section 2 of Rule 5, and 


FREIGHT CLASSIFICATION RULES 


231 


the provisions in separate description of articles are 
fully met, the rate upon the shipment shall be increased 
20 per cent, with a minimum increase of 2 cents per 
100 pounds. 

As an illustration of the application of this penalty, 
suppose a shipment of 4,000 pounds of malted milk in 
cans is packed in fibreboard containers which fail to 
comply with some one of the requirements set forth in 
the rule. If the second-class rate which would normally 
apply under the classification is 60 cents, under the 
provisions of this rule, the rate would be increased to 72 
cents (60 cents plus 20 per cent). Thus, because of 
even a very slight omission, the shipper or consignee is 
penalized 12 cents per 100 pounds, or $4.80. 

Sections 2, 3, and 5, Rule 41: These sections give 
detailed specifications for the construction of different 
fibreboard boxes according to the weight each is intended 
to carry. Provision is made that each box must be made of 
a specified number of layers of fibreboard, each ply of a 
given strength, and the combined board of a further given 
strength and thickness. The actual strength is deter¬ 
mined by the Mullen testing machine, which indicates 
the pressure necessary to puncture the material. 

Section 4, Rule 41: This has to do with the final sealing 
after the box has been packed. Many shippers have been 
penalized because of failure to observe the requirements 
of this section in regard to the overlap of the seals at the 
sides and ends of the box, or the requirements for gluing 
down the inner flaps of the box. It is necessary that each 
and every one of these provisions be complied with, as the 
agents of the various inspection bureaus take particular 
pains to investigate these points. It is their business to 
enforce these requirements, and knowing how easy it is to 
make some slip where there are so many technicalities, 
they follow such shipments very closely. 

Section 6, Rule 41: This is a simple provision requiring 
that all commodities, except as specifically provided in 


232 


FREIGHT CLASSIFICATION 


Section 7 of this rule, of such a nature that they are likely 
to sift or leak from the package, must be in some inner 
container such as a can or carton and that they must be 
packed in the outer container so as to leave no empty 
space. 

Section 7, Rule 41, provides the inner packing require¬ 
ments for glassware or other fragile articles, or articles in 
glass or earthenware. In no case will such shipments be 
accepted in fibreboard containers if the gross weight of 
the contents and package is in excess of 65 pounds. The 
inner packing requirements provide for a careful wrapping 
of each article and also specify that it shall then be placed 
in a carton and that the box itself must be lined with 
corrugated strawboard or excelsior lined pads. 

Section 8, Rule 41, shows the form of the guaranty 
which the boxmaker must stamp or print upon the box, 
certifying that it complies with the various sections of this 
rule. Since the railroads and the classification committees 
have no direct dealing with the manufacturer of the boxes, 
the only means of enforcing the stamping of such a state¬ 
ment upon the box is this requirement imposed upon the 
users of the boxes. 

Section 9, Rule 41, defines the terms “joints” and 
“seams” as used in this rule. 

Sections 10 and 11, Rule 41, cover the construction of 
joints used in making fibreboard, pulpboard, and straw- 
board boxes. These provisions are merely such as will 
make certain that the box will not fall apart in transit, and 
permit sealing with paper or cloth strips, riveting, or 
gluing the edges which come in contact. 

The remaining sections of this rule make similar pro¬ 
visions for other fibreboard containers in much the same 
manner as the previous rules have for fibreboard boxes. 
Each section is of vital importance to users of the various 
containers provided for, and the rules, as contained in 
the carriers' classifications, should be studied carefully 
by all who have occasion to use such containers. The 
requirements are not taken up in detail here, for they 


FREIGHT CLASSIFICATION RULES 


233 


are so clear and explicit that they do not require further 
explanation. 

Owing to the extreme technicality of the specifications 
relating to fibreboard containers, the average shipper 
using them must depend to a large extent upon the 
manufacturer to see that all requirements and specifica¬ 
tions as to material, construction, and certification are 
fully complied with. Such being the case, it behooves 
the shipper who contemplates the use of such containers 
to protect himself fully before purchasing from the 
manufacturer. 

As was stated at the beginning of this discussion of the 
General Rules of Consolidated Freight Classification, the 
interpretations of these rules are given for the purpose of 
guiding the reader in the application of the various rules 
to concrete situations, rather than as an exposition of 
the interpretations which should be given in all instances. 

It has been said that the circumstances surrounding 
no two shipments are identical in every respect. There¬ 
fore, The only proper and effective way of applying the 
rule that should govern in a given circumstance, is to 
take into consideration all the actual circumstances and 
conditions surrounding the shipment and its movement. 






























INDEX TO PART I 



INDEX TO PART I 


PAGE 


A 

Abbreviations 75 

Act to Regulate Commerce 9 

Additions to classification 63 

Addresses of classification com¬ 
mittees 63 

Agent for carriers 73 

Agreements, trade 45 

Any-quantity rating 44, 82 

Application for change in rating 68 
APPLICATION OF 
-Canadian Classification 61 

-exceptions, in general 111 

-freight classifications, in 

general 57 

-Mexican Classification 61 

-Official Classification 59 

-Pacific Freight Tariff Bureau 
exceptions 115 

-rules circulars, in general 111 

-Southern Classification 59 

-Southwestern lines exceptions 115 
-Western Classification 60 

Article 

-identity of 29 

-purpose for which made 29 

-use to which put 29 

Articles 

-description of 75, 76, 78 

-inequalities in description of 93 
-known by trade names 88 

-light and bulky 39 

-not otherwise indexed by name 77 
-subject to different designa¬ 
tions 87 

Authority for exceptions to clas¬ 
sification 101 

B 

Bales 81 

Barrels 80 

Boundaries of classification terri¬ 
tories 57 

Boxes 81 

-return of empty 106 

Bulk 20 

Bulky articles 39 

Bundles 81 

Burlapped coils 81 

-reels 81 


PAGE 


Canadian Classification 
Canadian Classification, applica 
tion of 

Car 

-capacity of 
-merchandise 
-package 
-standard 
Carload 
-in general 
-mixed 
-rating 
-straight 

-weights, minimum 
Carriers, participating 
Central Freight Tariff Bureau 
Change 

-in classification 
-in items 

-in minimum weight 
-in rating 

-in rating, application for 
Changing conditions 
Characters 

Charges, transportation, princi¬ 
ples governing 
Circular 1 Series 
Circular 17 Series 
Circulars, rules 
Class Rating 
Classes 
-in general 

-Official Classification 
-multiple 

-percentage relationship 
tween 

-Southern Classification 
-Western Classification 
Class-rate tariffs 
Class-rate tariff schedules 
Classification 
-additions to 

-applicable, determination of 

-Canadian 

-changes in 

-committees 

-committee addresses 

-Consolidated, sections of 

-divisions of 


61 
61 

40 

33 

34 
39 

82, 109 
33 
109 
36 
73 
112 

63 
75 
68 

64 
68 
98 
75 

13 
113 
113 
101 
4 

7, 84 

84 

85 


be- 


86 

84 

84 

6 

5 

63 

58 

61 

63 

63 

63 

73 

70 


235 




236 


INDEX TO PART I 


PAGE 


Classification—Continued 
-docket 
-elements of 
-Freight, Consolidated 
-interpretation of 
-Mexican 

-“Official,” origin of 
-reissue of 
-relationship 
-rules, index to 
-schedules 

-territories, boundaries of 
-uniformity, efforts to secure 
Classifications 
-intrastate 
-simplified 
“Clean up” 

Coils, burlapped 
Combination rate 
Commercial conditions 
-effect on minimum weight 
-for any-quantity rating 
Committees, classification 
Common carriers 
-federal regulation of 
-state regulation of 
Commodities 
Commodity index of classification 75 
Compactness 22 

Comparison of classifications and 
exception issues 
Competition 
Conditions, changing 
Consolidated Classification Com¬ 
mittee 

Consolidated Freight Classifi¬ 
cation 53, 70 

Consolidated Freight Classifi¬ 
cation, sections of 73 

Constitution of the United 

States 9, 10 

Container requirements 81 

Containers 

-glass and earthenware 95 

-individual 95 

Contents, table of, classification 73 
Control, federal 71 

Cost of service 14 

Crude materials 32 


64 
13 
70, 71 
70 
61 
49 
75 
97 

75 
5 

57 
49 

60 
49 
105 
81 

58 

40 
44 
63 

9 
10 

76 


101 

29 

98 

63 


Damage, liability of 
Definition of exception to clas¬ 
sification 


23 


101 


PAGE 


Description of articles 
-in general 73, 78 

-inequalities in 93 

-use of subheading in 83 

Designations, different, for articles 87 
Determination of classification 

applicable 58 

Different minimum weights 38 

Divisions of the classification 73 

Docket, classification 64 

Duty of carriers to classify freight 10 

E 

Earthenware containers 95 

Elements of classification 13 

Empty boxes, return of 106 

Exceptions 

-and rules circular, Southwest¬ 
ern lines’ 115 

-application of 111 

-territorial 112 

-to classification, authority for 101 
-to classification, necessity of 100 
-to Official Classification 112 
-to Southern Classification 113 
-to Western Classification 113 


F 

Federal control 71 

Federal regulation of common 

carriers 9 

Filing freight classifications 10 

Finished product 31 

Freight classification 
-application of 57 

-Consolidated 53, 71 

-in general 6 

-origin of 48 

-publishing and filing 10 

G 

General Headings 77 

Glass containers 95 

Government regulation of com¬ 
mon carriers 8 

H 

Headings, general 77 

Hearings, public 64 

How to use the classification 92 


I 

Identity of an article 29 

“In the rough ” explanation of 79 


INDEX TO PART I 237 


PAGE 


Increase 75 

Index of commodities 75 

Index to rules of classification 75 
Individual containers 95 

Inequalities in description of 

articles 93 

Insurance 23 

Interpretation of the classifi¬ 
cation 70 

Interstate Commerce Act 9, 10 

Interstate Commerce Commis¬ 
sion 8, 10 

Intrastate classifications 60 

Items 76 

Items, change in 75 


Knocked down 


K 


21 


L 

Less-than-carload 82 

Less-than-carload rating 33 

Liability of damage 23 

Light and bulky articles 39 

Loose shipments 104 

Lots, minimum 109 

Lots, trainload 45 

Low value commodities 18 

M 

Manufactured products 18 

Materials, raw 31 

Meaning of classification 4 

Merchandise car 33 

Mexican Classification 61 

Mexican Classification, applica¬ 
tion of 61 

Minimum 

-carload rates 36 

-lots 109 

-weight 37 

-weight, change in 68 

Mixed carloads 82, 109 

Movement, restriction of 20 

Monopolies 45 

Multiple classes 84, 85 


N 

Names, tiade 88 

Nested articles 22 

Not otherwise indexed by 

name 76, 94, 96 

Notes in description of articles 88 


PAGE 

O 


Official Classification 
-application of 
-committee 
-exceptions to 
-origin of 
-ratings 
-territory 
Order, station 

Origin of freight classification 
Origin of Official Classification 


59 
63 
112 
49 
7, 83 
57 
33 
3, 48 
49 


P 

Pacific Freight Tariff Bureau 113 

Pacific Freight Tariff Bureau ex¬ 
ceptions, application of 115 

Package cars 34 

Packing 

-in general 24 

-requirements 81 

-specifications 76 

Participating carriers 73 

Percentage relationship between 

classes 86 

Precedence of exception over 

classification 111 

Principles governing transpor¬ 
tation charges 13 

Products, manufactured 18 

Property, value of the 17 

Public hearings 64 

Publishing and filing freight 

classifications 10 

Purpose for which an article is 

made 29 

Purpose of classification 4 

R 

Railways, function and respon¬ 
sibilities of 8 

Rate scales 85 

Rates 

-carload minimum 36 

-combination 58 

-in general 6, 7, 8, 85 

-spread between 86 

-thru 58 

Ratings 

-any-quantity 44, 82 

-carload 33 

-change in 64 

-change in, application for 68 
-difference in 84 

-in general 4, 6, 73, 83, 85 

-less-than-carload 33 


238 


INDEX TO PART 1 


PAGE 


Ratings—Continued 
-Official 
-Southern 

-spread between carload and 
less-than-carload 
-Western 
Raw Materials 
Reduction 
Reels, burlapped 
Regulation, federal, of common 
carriers 

Regulation, state, of carriers 
Reissue of a classification 
Relationship, percentage, be¬ 
tween classes 
Remnants 
Rental for space 
Requirements, packing 
Responsibilities of railways 
Restriction of movement 
Returned empty boxes 
Risk 
Rule 25 
Rule 26 
Rules circulars 
-application of 
-in general 

Rules circulars, Southwestern 
Lines 

Rules of classification, index to 


7 

7 

43 

7 
31 
75 
81 

9 

10 

75 

86 

105 
21 
81 

8 

20 

106 
18 
84 
84 

111 

101 

113 

75 


Scales, rate 85 

Schedules, class-rate tariff 5 

Schedules, classification 5 

Sections of Consolidated Classi¬ 
fication 73 

Service, cost of 14 

Service, value of 16 

Simplified classifications 49 

Southern Classification 
-application of 59 

-committee 63 

-exceptions to 113 

-ratings 7, 83 

-territory 57 

Southwestern Lines 
-classification exceptions and 
rules circular 115 

-exceptions, application of 115 

-tariff bureau 113 

Space, rental for 21 

Specifications, packing 76 

Spread between carload and 

less-than-carload ratings 43 


PAGE 

Spread between rates 86 

Standard cars 39 

Standard classes 84 

State classification 60 

State regulation of carriers 10 

States having state classifications 60 
Station order 33 

Straight carload 109 

Subdivisions in description of 

articles 80 

Subheads in description of ar¬ 
ticles 80 

Symbols 75 

T 

Table of contents of classification 73 
Tariff, class-rate 6 

Tariff Schedules, class-rate 5 

Territorial exceptions 112 

Territory 

-Official Classification 57 

-Southern Classification 57 

-Western Classification 57 

Thru package cars 34 

Thru rate 58 

Trade agreements 45 

Trade names 88 

Traffic, volume of 32 

Trainload lots 45 

Transportation charges, princi¬ 
ples governing 13 

u 

Uniformity in classification, ef¬ 
forts to secure 49 

United States, Constitution of 9 

Use to which an article is put 29 

V 

Value 

-of service 16 

-of the property 17 

-rating dependent upon 19 

Volume of traffic 32 

V/ 

Weight 20 

Weight, minimum 37 

Western Classification 
-application of 60 

-committee 63 

-exceptions to 113 

-ratings 7, 83 

-territory 57 

Western Freight Tariff Bureau 113 




INDEX TO PART II 


. 


































. 





















. ! 

' 

























' 







































. 

— 































INDEX TO PART II 


PAGE 

A 

Advancing charges to shippers, 
owners and others forbid¬ 
den 152 

Agents at points of destination 
to deliver freight carried at 
carload ratings to one con¬ 
signee only 191 

Agents 

-at points of destination to 
deliver freight carried at 
C. L. ratings to one con¬ 
signee only 191 

-not to accept C. L. freight for 
distribution to two or more 
parties by carriers’ agents 
at destination 190 

-not to act as agent of shippers 
or consignees 190 

Allowance 

-mileage, for use of tank cars 219 
-outage, on inflammable liq¬ 
uids in tank cars 218 

Allowance in weight 

-for dunnage used by shippers 
in loading flat or gondola 
cars 205 

-for ice or other preservative 
used in protecting freight 207 
-none for dunnage except 
when used in loading flat or 
gondola cars 204 

-none for dunnage used by 
shippers in loading excess 
of full carloads 205 

-none for ice or other pre¬ 
servative in same package 
with freight 208 

Analogous Article Rule, applica¬ 
tion of 182 

Any-Quantity Ratings 
-application of 180 

-not to apply on freight re¬ 
quiring protection against 
heat or cold 207 

Application of 

-any-quantity ratings 180 

-carload ratings or rates 175 

-commodity rates in lieu of 
class rates 225 

-“nested” ratings 187 


PAGE 

-ratings on freight “in barrels” 142 


-rule of Analogy 182 

Articles (see also Freight) 

-accepted “loose,” shipper to 
block or stow 146 

-bulky, charges on 201 

-combination, ratings applica¬ 
ble on 183 

-complete, ratings on parts or 
pieces constituting 185 

-dangerous, other than explo¬ 
sives — packing require¬ 
ments for 227 

-descriptions of, should con¬ 
form to classification de¬ 
scriptions 133 

-for which no specific carload 
ratings are provided, 
weights to be charged for 
when requiring more than 
one car 201 

-long, charges on (for detailed 
index see under Long Ar¬ 
ticles) 199 

-manufactured from precious 
metals, not to be accepted 135 
-must be enclosed by con¬ 
tainers 146 

-“nested,” requirements for 187 

-not embraced in the Classifi¬ 
cation as articles “N.O.I. 
B.N.” 182 

-not specifically provided for, 
classification of 182 

-not to be accepted, kinds of 135 

-of extraordinary value not to 
be accepted 135 

-of more than one class in the 
same package 170 

-rated differently, L.C.L., ac¬ 
cording to individual 
weights of packages or 
pieces 171 

-requiring two or more open 
cars 199 

-too long or bulky to be load¬ 
ed through center side 
doors without use of end 
doors or window 201 

-with postage stamps affixed, 
not to be accepted 135 


239 



240 


INDEX TO PART II 


PAGE 


B 

Bank Bills, not to be accepted 135 
Barrels 

-freight in 142 

Billing, false 

-by carriers, their officers or 
agents, penalties for 130 

-by shippers, penalties for 131 

Bills of Lading 

-conditions 126 

-descriptions should conform 
to classification descriptions 133 
-issuing for “Order-Notify” 
shipments 150 

-one to be issued for each car¬ 
load shipment 175 

-should show number of ar¬ 
ticles, bundles, etc. 133 

-blocking or similar dunnage, 
to be furnished and in¬ 
stalled by shipper and at 
his expense 204 


Bracing for carload shipments to 
be furnished and installed 
by shipper and at his ex- 

204 

as excess of a full 

196 


Bulky articles, charges on 201 

Bulky freight, L. C. L., owners 

to load and unload 197 

Bundles subject to individual 
minimum weights, charges 
for articles shipped in 170 

c 

Carload excess rule not to apply 
to articles made subject 
to Rule 34 214 

Carload Freight (see also Car¬ 
load Shipments) 

-loading of 197 

-owners to load and unload 197 

-unloading of 197 

Carload minimum weights (see 


detailed index under Mini¬ 
mum Carload Weights) 210,214 
Carload minimum weights on 
shipments in tank cars, 
computation of 217 

Carload ratings 

-application of 175 

-do not include expense of re¬ 
frigeration 206 


pense 

Bulk freight, 
carload 


PAGE 

Carload Shipments (see also Car¬ 


load Freight) 

-delivered to more than one 
consignee, L. C. L. ratings 
to be applied on 191 

-dunnage to be furnished and 
installed by shipper 203 

-minimum charge for 174 

-mixed articles, classification 
applicable thereto 153 

-only one Bill of Lading to be 
issued for 175 


-requiring two or more open 
cars on account of length 199 
Carriers’ Agents 
-not to accept carload freight 
for distribution to two or 
more parties by carriers’ 


agents at destination 190 

-not to act as agent of shippers 
or consignees 190 

Carriers not obligated to receive 
freight liable to impregnate 
or damage other freight or 
equipment 136 

Carriers’ rules regulating the safe 
loading of freight and pro¬ 
tection of equipment must 
be observed 198 

Cars, Tank 

-allowance, outage, on inflam¬ 
mable liquids in tank cars 218 
-allowances for use of 219 

-gallonage capacities of, where 
to be found 218 

-no obligation on the part of 
carriers to furnish 216 

-not to be loaded beyond 
weight carrying capacity 217 
Charge, minimum 
-for carload shipments 174 

-for single shipments of 
L. C. L. freight 172 

Charges 

-advance 152 

-freight, must be collected ac¬ 
cording to proper descrip¬ 
tion of property 132 

-guarantee of 153 

-minimum, for long or bulky 
articles 199 

-not to be advanced to ship¬ 
pers, owners, etc. 152 

-storage 224 

-switching 224 


INDEX TO PART II 


241 


PAGE 

Charges—Continued 
-terminal 224 

Charges for 

-a less than carload shipment 
not to exceed charge on 
carload basis 177 

-a number of packages or 
pieces of freight of lesser 
weight to be no greater 
than for a like number of 
similar packages or pieces 
of freight of greater weight 171 
-a shipment loaded by shipper 
and tendered as a carload 
shipment 178 

-a single loose article or piece 
of freight weighing as 
much as or greater than the 
specified individual mini¬ 
mum weight per bundle 171 
-articles in bundles subject 
to individual minimum 


weights 171 

-commodities loaded in tank 
cars, computation of 218 

-diversion of shipments 224 

-ice used in protection of 
freight 207 

-loading and unloading freight 
found to be subject to car¬ 
load rate 178 

-mixed carload shipments 153 

-preservative used in protect¬ 
ing freight 207 

-reconsignment of shipments 224 
-refrigeration, when furnished 
by carriers, will be found 
in carriers’ tariffs 207 

-unloading and loading freight 
found to be subject to car¬ 
load rate 178 

Class rates, application of versus 

commodity rates 225 

Classification descriptions should 
be observed in shipping or¬ 
ders and bills of lading 133 

Classification of articles not spe¬ 
cifically provided for 182 

Coin, not to be accepted 135 

Combination articles, rating ap¬ 
plicable on 183 

Commodity rates remove the ap¬ 
plication of class rates 225 


PAGE 


Comparing marks on freight with 
shipping order and bill of 
lading 149 

Complete articles, ratings on 

parts or pieces constituting 185 
Computation of time in comply¬ 
ing with shipper’s order for 
equipment 216 

Conditions, Bill of Lading 126 

Consignee, name of only one to 
be shown on shipping order 
or bill of lading 150 

Containers 

-fibreboard 231 

-other than fibreboard, pulp- 
board or strawboara 228 

-pulpboard 231 

-strawboard 231 

-must enclose articles 146 

-not complying with require¬ 
ments and specifications 
therefor, ratings to apply 
on freight shipped in (see 
also “Penalties for”) 143 

-unauthorized, ratings to ap¬ 
ply on shipments trans¬ 
ported in 143 

Corrections in descriptions of 

property 132 

Currency, not to be accepted as 

freight 135 

D 

Deeds, not to be accepted 135 

Descriptions of articles on ship¬ 
ping orders and bills of lad¬ 
ing should conform to clas¬ 
sification descriptions 133 

Descriptions of property 

-corrections in 132 

-indefinite terms must not be 
used 133 

Destination, name of only one to 
appear on shipping order 
or bill of lading 150 

Disposition of fractions in com¬ 
puting rates 223 

Disposition of ice or other pre¬ 
servatives remaining in car 
at destination 207 

Distribution of freight carried at 
carload ratings to two or 
more parties at points of 
destination 19C 


242 


INDEX TO PART II 


PAGE 

Diversion of shipments, charges 


for 224 

Drafts, not to be accepted 135 

Dunnage 

-no allowance in weight for, 
except when necessary on 
flat or gondola cars 205 

-no allowance in weight for, 
when used for excess of full 
carload entitled to carload 
rate 205 

-to be furnished and installed 
by shipper and at his ex¬ 
pense 204 


E 

Estimated weights 
-shipper to certify actual 
weight per gallon of com¬ 
modities loaded in tank 
cars if estimated weight is 


not provided 218 

-to be used in computing 
charges on commodities 
loaded in tank cars 218 

-to be used when authorized 167 
Excess of full carloads 
-carriers may handle through 
freight stations 195 

-carriers may load other 
freight in or on car carry¬ 
ing the excess 195 

-excess of full carloads rule 
not applicable to articles 
subject to Rule 34 214 

-Live Stock as 196 

-regulations governing 192 

-to be marked 149, 196 

Extraordinary value, articles of, 

not accepted 135 


F 

False billing, etc., by carriers, 
their officers or agents, 
penalties for 130 

False representation by shippers, 

penalties for 131 

Flooring or similar dunnage to 
be furnished and installed 
by shipper and at his ex¬ 
pense 204 

Fractions^ disposition of, in com¬ 
puting rates 223 


PAGE 

Fragile articles must be pro¬ 
tected by packing material 146 
Freight (see also Articles) 

-accepted only in containers 


specified 142 

-accepted only in the form 
specified 142 

-carried at carload ratings 
-distribution of> to two or 
more parties at points of 
destination 190 

-owners to load and unload 197 
-split deliveries not to be 
made 191 

-to be delivered to one 
consignee only 191 

-consigned “To order" 150 

-exempt from marking 148 

-heavy, L. C. L., owners to 
load and unload where car¬ 
riers’ facilities are not suf¬ 
ficient 197 

-in excess of full carloads 
-carriers may handle 
through freight stations 195 
-regulations governing 192 

-to be marked 149 

-in hogsheads, pipes, punch¬ 
eons, etc. 142 

-in insecure packages not to 
be accepted 145 

-liable to damage or impreg¬ 
nate other freight or equip¬ 
ment, no obligation to re¬ 
ceive 136 

-loaded by shipper and ten¬ 
dered as a carload, to be 
charged for accordingly 178 
-loading of, and protection of 
equipment 198 

-marking of (for detailed in¬ 
dex, see under Marking 
Freight) 146 

-must be enclosed by con¬ 
tainers 146 

-not to be accepted for dis¬ 
tribution to two or more 
parties by carriers’ agents 
at destination 190 

-of more than one class in the 
same package 170 

-requiring heated cars 207 


INDEX TO PART II 


PAGE 

Freight—Continued 
-requiring protection against 
heat or cold, no obligation 
to furnish special equip¬ 


ment for 207 

-tendered as a carload, to be 
so charged for 180 

-tendered as a carload and 
forwarded as a carload to 
be charged for accord¬ 
ingly 180 

ael for stoves used for protec¬ 
tion of freight, regulations 
governing 208 


G 

Gallonage capacities of tank 


cars, where shown 219 

Gallonage weight to be used in 
computing charges on 
commodities loaded in 
tank cars 218 

Gross weights, charges to be 
computed on, unless other¬ 
wise provided 166 

Guarantee of charges in lieu of 

prepayment 153 

Guaranteed charges, liability 

therefor 153 


H 

Heated cars, freight requiring 207 
Heavy freight, L. C. L., owners 

to load and unload 197 

I 

Ice used in protecting freight, 
charges on and disposi¬ 


tion of 207 

Indefinite terms must not be 
used in describing prop¬ 
erty on shipping orders 
and bills of lading 133 

Individual minimum weights, 
packages or pieces of 
freight subject to, charges 
for 170 

Individual weights, articles rated 

differently according to 171 

Inflammable liquids in tank cars, 

outage allowance for 218 


243 

PAGE 


Insecure packages not to be ac¬ 
cepted 145 

Inspection of property when 

deemed necessary 132 

J 

Jewelry, not to be accepted 135 

L 

Labels 147 

Lading 

-must be securely blocked and 
braced 198 

-in closed cars must be blocked 
or braced away from car 
doors 198 

-weight of, in closed cars, 
must be equally distribu¬ 
ted at car doors 198 


Less than carload bulky freight 
to be loaded and unloaded 
by owner, where carriers’ 
facilities are not sufficient 197 
Less than carload ratings 
-not to apply on freight re¬ 
quiring protection against 


heat or cold 207 

-to be applied on carload ship¬ 
ments delivered to two or 
more consignees 191 

Less than carload shipments 
-charge for, not to exceed 
charge for same on C. L. 
basis 177 

-minimum charge for 172 


-requiring on account of 


length more than one car, 
weight to be charged for 201 
-shipping orders must show 
number of articles, bun¬ 
dles, etc. 133 

Liability for guaranteed charges 153 
Linings for cars to be furnished 
and installed by shipper 
and at his expense 204 

Live stock, as excess of a full 

carload 196 

Loading bulky L. C. L. freight, 

requirements as to owners 197 
Loading carload freight, require¬ 
ments as to owners 197 

Loading charge for freight found 
to be subject to carload 
rate 178 


244 


INDEX TO PART II 


PAGE 


Loading heavy L. C. L. freight, 

requirements as to owners 197 
Loading of freight and protection 

of equipment 198 

Long articles 

-articles exceeding 22 feet in 
length, charges for 202 

-articles too long or bulky to 
be loaded through side 
door without use of end 
window 201 

-carload shipments requiring 
on account of length two 
or more open cars for 
transportation 199 

-less than carload shipments 
requiring on account of 
length more than one car 201 

Loose articles, shipper to block 

or stow 146 


M 

Marking freight 
-comparing marks with ship¬ 
ping order or bill of lading 149 
-excess of full carloads to be 
marked 149 

-freight exempt from marking 148 
-labels to be securely attached 147 
-method of marking specified 147 
-old marks to be removed or 


effaced 149 

Marks on packages to be com¬ 
pared with shipping order 
or bill of lading 149 

Marks, old, to be removed or 

effaced from freight 149 

Men in charge of fires in stoves 
used for protection of 
freight, regulations gov¬ 
erning transportation of 208 

Metals, Precious, not to be ac¬ 
cepted 135 

Mileage, tank car, adjustment of 219 

Mileage allowances for use of 

tank cars 219 

Minimum charge for 
-carload shipments 174 

-long or bulky articles 199 

-single shipments of L. C. L. 
freight 172 


PAGE 

Minimum carload weight to be 
applied when shipper uses 
car longer than 36 feet 6 
inches without placing or¬ 
der therefor 214 

Minimum carload weight speci¬ 
fied is the lowest weight on 
which carload rating or 
rate will apply 175 

Minimum carload weights 
-are specified in separate de¬ 
scriptions of articles 210 

-of articles loaded in cars 36 
feet 6 inches long or less 210 
-of articles loaded in cars over 
36 ft. 6 in. in length 211, 214 
-of shipments in tank cars 217 
-prescribed for carload ship¬ 
ments requiring on ac¬ 
count of length two or 
more cars 199 

-rules governing 210-214 

-to be applied on shipments 
found to be subject to 
carload rates 178 

-where less than 30,000 lbs., 
excess not to be subject to 
carload rate 196 

Minimum weights must be ob¬ 
served 106 

Minimum weights; packages or 
pieces of freight subject to 
individual 170 

Mixed shipments 

-mixed carload shipments 153 

-packages containing articles 
of more than one class 170 


N 

Name of only one shipper, one 
consignee and one destina¬ 
tion to be shown on ship¬ 
ping order or bill of lading 150 
“Nested'’ ratings not to apply on 
articles of different name 
or material 188 

No obligation to furnish tank cars 216 
“N. O. LB. N.”, classification of 
articles not embraced in 
the Classification as 182 

Non-acceptance of freight liable 
to impregnate or damage 
other freight or equipment 136 


INDEX TO PART II 


245 


PAGE 


Non-acceptance of freight not in 
the form or containers 
specified 142 

Non-application of carload rates 

to excess of full carloads 196 

Non-application of nested rat¬ 
ings 188 

Notes, not to be accepted 135 


O 


Orders, shipping, must show 
number of articles, bun¬ 
dles, etc. 133 

Outage allowance on inflamma¬ 
ble liquids in tank cars 218 

Owners required to load and un¬ 
load carload freight 197 

Owners required to load and un¬ 
load heavy or bulky L.C.L. 
freight 197 


P 

Packages 

-containing freight of more 
than one class 170 

-insecure, not to be accepted 145 
-not complying with require¬ 
ments and specifications 
for authorized containers, 
ratings to apply on freight 
shipped in (see also Penal¬ 


ties) 143 

-specifications for, see under 
“Specifications for,” or un¬ 
der name of container, 
-subject to individual mini¬ 
mum weights 170 

Packing material 
-required where the term 
“packed” is used 146 

Packing requirements 
-general 137 

Papers, valuable, not to be ac¬ 
cepted 135 

Parts 

-or pieces constituting a com¬ 
plete article, ratings on 185 
Pieces of freight subject to in¬ 
dividual minimum weights 170 


Pieces or parts constituting a 

complete article, ratings on 185 


PAGE 

Penalties for 

-containers, fibreboard, pulp- 
board, strawboard, not 
complying with specifica¬ 


tions 230 

-false billing, etc., by carriers, 
their officers or agents 130 

-false representation by ship¬ 
pers 131 

Postage stamps not to be ac¬ 
cepted 135 

Preservatives used in protecting 
freight, charges on and dis¬ 
position of 207 

Prepayment or guarantee of 

charges 152. 

Property 

-corrections in descriptions of 132 
-inspection of 132 

-not to be accepted for ship¬ 
ment, kinds of 135 

-of extraordinary value not 
to be accepted 135 

R 

R. 25 196 

R. 26 196 

Racks to be furnished and in¬ 
stalled by shipper and at 
his expense 204 

Rates 

-carload, application of 175 

-commodity, remove the ap¬ 
plication of class rates 225 

-shown in tariffs governed by 
this Classification are sub¬ 
ject to rules and charges 
lawfully established 225 


Ratings 

-any-quantity ratings not to 
apply on freight requiring 
protection against heat or 
cold 207 

-apply on any quantity when 
neither L. C. L. nor C. L. 
is shown 180 

-carload 

-application of 175 

-do not include expense of 
refrigeration 207 

-provided for freight in car¬ 
loads do not obligate car¬ 
riers to furnish heated cars 207 


246 


INDEX TO PART Ii 


PAGE 

Ratings—Continued 

-to apply when carload ship¬ 
ments are delivered to 
more than one consignee 191 
-to apply when packages do 
not comply with require¬ 
ments and specifications 
for containers provided for 143 
Reconsignment charges 224 

Refrigeration 

-carload ratings do not include 
expense of 207 

-charges for will be found in 
carriers’ tariffs, when fur¬ 
nished by carriers 207 

Representation, false, by ship¬ 
pers, penalties for 131 

Revenue Stamps, not to be ac¬ 
cepted 135 

Rule 25 196 

Rule 26 196 


S 

Single Shipments 

-of one class, charges for 169 

-of two or more classes, 
charges for 169 

-of less value than charges 
thereon, guarantee of 
charges 152 

-not to be combined as one 
shipment 181 

Shipments (see also Articles and 
Freight) 

-carload 

-delivered to more than one 
consignee, at request of 
owner, L. C. L. ratings 


to be applied on 191 

-requiring two or more open 

cars on account of length 199 
-less than carload 
-charges for, not to exceed 
charge for carload 177 

-Minimum charge for single 
L. C. L. shipments 172 

-requiring more than one 
car on account of length, 
weight to be charged for 201 
-mixed, classification applica¬ 
ble to 153 


PAGE 


-of one class, charges for 169 
-of two or more classes, 
charges for 159 

—two or more not to be com¬ 
bined as one shipment 181 
-tendered as a less than car¬ 
load and found to be sub¬ 
ject to C. L. rate 178 


Shippers 

-must provide men to care for 
fires in stoves used for pro¬ 
tection of freight 
-to acquaint themselves with 
rules and descriptions of 
this Classification 
-to certify on shipping order 
and bill of lading actual 
weight per gallon of com¬ 
modities loaded in tank 
cars if estimated weight is 
not provided 

Shipping orders must show num¬ 
ber of articles, bundles, 
etc., in less than carload 
shipments 

Split deliveries of freight carried 
at carload ratings not to 
be made by agents at 
point of destination 

Stakes to be furnished and in¬ 
stalled by shipper and at 
his expense 

Stamps, Postage or Revenue, not 
to be accepted 

Standards to be furnished and 
installed by shipper and 
at his expense 

Stock, Live, as excess of a full 
carload 


208 

133 

218 

133 

191 

204 

135 

204 

196 


Stones, Precious, not to be ac¬ 
cepted 135 

Storage charges 224 

Stoves used for protection of 
freight, regulations gov¬ 
erning use of 208 

Strips to be furnished and in¬ 
stalled by shipper and at 
his expense 204 

Supports to be furnished and in¬ 
stalled by shipper and at 
his expense 204 

Switching charges 224 


INDEX TO PART II 


247 


PAGE 

T 


Tags, marking, requirements 

therefor 147 

Tank cars 

-no obligation on the part of 
carriers to furnish 216 

-not to be loaded beyond 
weight carrying capacity 217 

Time, computation of, in com¬ 
plying with shippers’ or¬ 
ders for equipment 216 

“To Order,” freight consigned 150 

Transportation of men in charge 
of fires used for protection 
of freight in carloads 209 

Two or more single shipments 
not to be combined as one 
shipment 181 

U 

Unloading 

-bulky L. C. L. freight 197 

-charge for freight found to 
be subject to carload rate 178 

-carload freight 197 

-heavy L. C. L. freight 197 


W 

Weight (see also Weights) 

-actual weight per gallon of 
commodities loaded in tank 
cars to be certified on 
shipping order and bill of 
lading if estimated weight 
is not provided 218 

-allowance 

-for dunnage used by ship¬ 
pers on flat or gondola 
cars 205 

-none for dunnage except 
when used on flat or 
gondola cars 205 

-carload minimum 

-carload minimum weight 
specified is the lowest 
weight on which carload 
rating or rate will apply 175 
-to be applied when shipper 
uses car longer than 36 
feet 6 inches without 
placing previous order 214 


PAGE 

-prescribed for carload ship¬ 
ments requiring on ac¬ 
count of length two or 
more cars 199 

-minimum, to be applied on 
shipments found to be 
subject to carload rate 178 

-per gallon to be used in com¬ 
puting charges for commod¬ 
ities loaded in tank cars 218 

Weights, carload minimum (see 
also Weight) 

-are specified in separate de¬ 
scriptions of articles 210 

-carload minimum 210, 214 

-for articles loaded in cars 36 
feet 6 inches in length or less 210 
-for articles loaded in cars over 
36 feet 6 inches in length, 
subject to Rule 34 211, 214 

-for shipments in tank cars 217 

-must be observed 167 

-table of, to be used when 
cars longer than 36 feet 6 
inches are used for com¬ 
modities made subject to 
Rule 34 214 

-where less than 30,000 lbs., 
excess not to be subject to 
carload rate 192 

Weights 

-estimated 

-to be used in computing 
charges on commodities 
loaded in tank cars 218 

-to be used when authorized 
in lieu of actual weights 167 

-gross 

-charges to be computed 
on, unless otherwise pro¬ 
vided 166 

-to govern unless otherwise 
provided 166 

-individual 

-articles rated differently 
according to, charges for 171 
-packages or pieces of 
freight subject to, mini¬ 


mum charges for 171 

Wooden Articles 

-“finished” 190 

-“in the rough” 189 

-“in the white” 189 







